On Two Wheels April 2019

YOUR MONTHLY GUIDE TO LIFE ON TWO WHEELS April 2019 Issue 23

Want to know where to start your journey to becoming a biker?

See our quick guide on how to get your hands on a full motorcycle licence

On Two Wheels

Learners

Commuters

BIKES REVIEWED IN THIS ISSUE KYMC CO Xciting g S400i Not just a pretty face

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A2

How to get a motorcycle licence

Buying

Riding

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Yamaha YZF-R3 LAUNCH

LICENCE ANARCHY

Lightweight Sportsbikes combine low running costs with exciting styling and a dash of performance.

Yamaha has now joined the game...

Kawasaki 400 Ninja vs KTM RC390 vs Honda CBR500R - three popular A2 licence Supersport bikes go head-to-head

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INSIDE: NEWS UPDATES ● UK EVENTS ROUNDUP ● PRODUCT SHOP WINDOW ● LEGAL ADVICE ● E-BIKE NEWS ● RIDING TIPS ● PRODUCT REVIEWS ● BUYER'S GUIDE ● CLASSIFIED ADVERTS

NEWS

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Next generation KTM RC390 caught on camera First introduced at EICMA back in 2013, KTM’s RC390 has cemented itself as one of the go-to choices for A2 licence holders looking for a mid-capacity Sportbike. Originally earmarked for sale for growing markets (predominantly) in Asia and South America, it sits in an extremely important segment within the motorcycle market. That’s reflected in the growing number of models on offer with similar technical specifications. There’s the Kawasaki Ninja 400, the Honda CBR500R, and there’s also a new Yamaha YZF R3.

Presumably, that’s why KTM has decided to update its RC390 for 2020.

As is the case with most of KTM’s smaller capacity machines, the RC390 will be developed and produced in conjunction with the Austrian brand’s Indian partner (and stakeholder) Bajaj, just like its new 390 Adventure.

Cool bikes to inspire the next motorcycle generation Italian manufacturer Ohvale has made a name for itself over the last few years producing a series of super-cool mini-bikes to inspire the next generation of motorcycle racers.

Back in 2013, Valerio Da Lio first created the Ohvale brand, which specialises in the manufacture of high-performance mini-bikes.

With the help of Mariano Fioravanzo, the man behind Aprilia’s RSV1000, and Aprilia

test rider Claudio Pellizzon, the race-ready Ohvale GP-0 was born. Available in four variants to suit every age, whilst the Ohvale GP-0 was predominantly created to help make racing more accessible, there’s no denying the little mini-bike also offers huge value for training purposes, allowing racers to improve their riding and fitness on a less aggressive machine.

• Info: www.ohvale.com

The spy shots of the next generation RC390 in Austria give us a good idea of what to expect for 2020. First off, there’s a modified handlebar, a bigger tank, more substantial brakes up front, and by the looks of it, a large TFT instrument panel, too. That’s not all, as it appears that the rear sub-frame has been re-designed, presumably in an attempt to help offer more comfort for pillion passengers, while its main frame has only been modified slightly.

It’ll be powered by KTM’s wellknown and well-loved 373ccm one-cylinder engine, which will be

improved by the addition of a new cylinder head, exhaust manifold and big pre-muffler, to ensure the bike meets Euro 5 emissions and noise level regulations.

At this stage, that’s about as much as we know about KTM’s new machine.

We can speculate about the fairing – which we’ve heard whispers will have a notably RC8 feel to it – but in reality, we’ll just have to wait until the bike either appears in the flesh at one of the big bike shows later this year, or is caught out testing in a closer-tofinished form. Either way, we can’t wait to see it in the flesh.

New colours for Honda’s CB250R, CRF250L and CRF250L Rally As part of a dealer meeting during which the new colours for Honda’s Super Cub 50/110 Street, Super Cub C125 and Monkey 125 were announced, visitors were given a sneak peak of the new colour schemes for the Japanese factory’s CB250R, CRF250L and CRF250L Rally. We’ve got some photos, courtesy of our good friends YoungMachine.

The CB250R (or CB300R if you’re not in Japan) gets a new Matte Metallic Blue colour scheme, with the odd bit of gold and black detailing. The CRF 250L Rally only gets a slight update, with the overall colour scheme staying much the same as the previous generation machine.

Essentially, the CRF logo has been inverted from black to white, and the graphics have been subtly changed.

The big news is that Honda’s iconic CRF250L is finally getting a bit of a styling overhaul. Since it was first launched in 2012, Honda has generally stuck to a Red, White and Black colour scheme (with the odd variation along the way), but now it looks like customers will be able

to opt for a Black CRF250L. We reckon it looks sharp, with a blacked exhaust shield, front and rear mudguards, and wheel rims.

The latest generation bikes are expected to be available in Japan in the next few months, and although we’ve not heard anything official from Honda UK at this stage, chances are these bikes will be on their way to British shores in the not-too-distant future, too.

Google Maps tests speed camera system

On Two Wheels

On2Wheels, The Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Email: editor@o2w.co.uk Editor: Mau Spencer Publishing director: Dan Savage On2Wheels is published by Mortons Media Group Ltd and printed by Mortons Print

Publisher: Tim Hartley Staff writer: Ross Mowbray Contributors: Gary Chapman, Alan Dowds, Roger Jones, Mikko Nieminen, Andrew ‘Chef’ Prendergast, Jonathan Schofield, Carl Stevens, Video Biker.

Apologies to anyone we’ve forgotten.

Editorial design: Fran Lovely Picture desk: Paul Fincham and Jonathan Schofield Production editor: Mike Cowton Group advertising manager: Sue Keily Divisional advertising manager: Zoe Thurling Advertising: Emma Buxton-Rockley ebuxton-rockley@mortons.co.uk (01507 529410) Marketing manager: Charlotte Park Commercial director: Nigel Hole Customer services number: 01507 529529 Telephone lines are open Monday-Friday 8.30am-6pm, Saturday 8.30am-12.30pm

One of the most popular navigation systems worldwide is Google Maps. Up to this point, however, it’s been missing one thing - a speed camera warning system. Now it looks like that’s all about to change, as the company has begun Beta testing the new tech on a selection of mobile devices.

After its acquisition of Waze around five years, Google finally seems to be integrating some of the features from its one-time rival into its own navigation system. First on the list is a new speed cam warning function.

At the moment it’s still in the early stages of Beta testing, which means that it’s not available to all users just yet. Google hasn’t announced when it will become widely available either, but considering it’s well into testing, we reckon it will be progressively rolled throughout this year. Nice on Google.

Introducing the AJS Highway Star 125 The Highway Star 125 is a brand new learner legal cruiser concept from AJS. The bike features a full-size chassis with 17” ‘Turbine’ wheels (not shown), a twin cylinder oil-cooled engine, Delphi EFI, upside-down front forks, semi-forward controls, a robot welded frame and many stainless steel fasteners.

The bike comes with a two-year parts/labour warranty and one-year home start/recovery cover operated by the AA. It will be available at AJS dealers from May 2019. The price will be £2999 including VAT plus OTR. • Info: www.ajsmotorcycles.co.uk | 01264 365 103

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Honda X-ADV 300 imminent?

Rumours from Japan suggest that Honda is working on a smaller capacity version of its game-changing X-ADV adventure scooter, built from the bones of its recently updated Forza 300.

At this stage it’s simply speculation, but considering the success of the X-ADV, it would make perfect sense for Honda to introduce a new, smaller capacity version to open up the platform to an even wider cross-section of riders.

Since it was first introduced in 2017, the Honda X- ADV has re-invigorated the adventure motorcycle segment, creating its own unique space within the market. Of course, off-road capable scooters aren’t a particularly new phenomenon, but we’ve not seen anything quite as well rounded as Honda’s offering. As a result, it’s been a success.

Therefore, it’s not too much of a stretch to believe the rumours that there’s a smaller X- ADV on the way in the not-too-distant future. Taking a leap of faith, we reckon it might make an appearance at the Tokyo Motor Show later this year. We’ll have to wait and see.

Royal Enfield Himalayan 650 rumoured There’s a more powerful, 650cc variant of the Royal Enfield Himalayan on the way in the not-too-distant future, according to rumours circulating in the Indian motorcycle media.

Siddhartha Lal, CEO of Royal Enfield, said the manufacturer was working on a more powerful Himalayan back in 2017, and now rumours are swirling that it’ll be released as soon as next year. It’s an obvious next step for the growing

brand, which recently unveiled its Interceptor 650 and Continental GT 650 powered by its newly developed 650cc twin-cylinder engine.

The current Himalayan comes with a 411cc, single cylinder, four-stroke unit, which produces around 24.5bhp of peak power and 32 Nm of peak torque. Although many owners are happy with the current engine's specifications, some punters felt it was a little underpowered for more serious adventures. The recently introduced 650cc parallel twin unit produces 47bhp at 7,100rpm and 52 Nm of torque at 4,000rpm, which is a healthy step forward for the mid-capacity adventure machine, and should help to make the Himalayan even more capable.

The primary reason that it’s not made an appearance already is that Royal Enfield is currently working to meet upcoming new emissions standards and safety regulations (which kick off in April 2020). With t he date fast approaching, we reckon it’s likely we’ll see the new RE Himalayan 650 at the big bike shows towards the tail end of this year.

NEWS

Riding is good for your mental and physical health Many motorcyclists champion riding as an invaluable tool for stress relief and positive mental health. Now the results of a neurobiological study conducted by UCLA researchers and funded by Harley-Davidson has yielded pioneering scientific evidence to support that claim.

Researchers recorded participants’s brain activity and heart rate, as well as levels of adrenaline, noradrenaline and cortisol before, during and after motorcycling, driving a car and resting, and found that motorcycling increased metrics of focus and attention, and decreased relative levels of cortisol, a hormonal marker of stress. While riding a motorcycle, participants also experienced increased sensory focus and resilience to distraction. Riding also produced an increase in adrenaline levels and heart rate, as well as a decrease in cortisol metrics, results often associated with light exercise and stress reduction.

“Stress levels, especially among young adults, continue to rise, and people are exploring pathways to better their mental and physical health," said Dr Don Vaughn, the neuroscientist who led the research team. "Until recently, the technology to rigorously measure the impact of activities like motorcycling on the brain didn’t exist. The brain is an amazingly complex organ and it’s fascinating to rigorously investigate the physical and mental effects riders report.”

Piaggio confififirms new model pricing The 2019 pricing has been confi firmed by Piaggio on many new and updated bike models from Aprilia, Moto Guzzzi and Vespa, including the new 217hp Aprilia RSV4 1100 Factory and the new Moto Guzzi V85 TT. Prices announced are as followss: Aprilia RSV4 1100 Factory - £21,499 Aprilia Tuono V4 1100 Factory - £16,999 Aprilia Shiver 900 - £7,999 Moto Guzzi V85 TT - £10,899 (single-colour), £11,099 (premium colours) Vespa GTS 300 hpe Super - £4,999 Vespa GTS 300 hpe Touring- £5,,699 Vespa GTS 300 hpe SuperTech – price TBC Vespa GTS 125 Super - £4,499 Vespa GTS 125 Touring - £5,199 OTR Vespa GTS 125 SuperTech – pricce TBC.

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Study findings ● Riding a motorcycle decreased hormonal biomarkers of stress by 28% ● On average, riding a motorcycle for 20 minutes increased participants’s heart rates by 11% and adrenaline levels by 27%, which are similar to light exercise ● Sensory focus was enhanced while riding a motorcycle vs driving a car (also observed in experienced meditators vs non-meditators) ● Changes in study participants’s brain activity while riding suggested an increase in alertness similar to drinking a cup of coffee.

• Info: www.harley-davidson.com

Kawasaki Ninja 125 price correction

In our previous edition we published a launch report on Kawasaki's new 125 editions to the Ninja family.

Unfortunately the projected prices quoted at the time of the launch weren't entirely correct and we further added to the problem by leaving a figure out.

Depending on colour variations, the Ninja Z125 is priced between £4099 to £4199; the Ninja 125 (again depending on colour variation) is priced between £4399 and £4499.

If you want to know more about any of the models in the Ninja range, then visit www.kawasaki.co.uk

Train with Pedrosa and Gibernau Ever dreamed of being able to ride like a MotoGP rider? How about being trained by an ex-MotoGP rider? What about two of them? Well, now it’s possible with Red Bull offering the chance to experience the Grand Prix of Catalunya in style, and before the action kicks off, you get to ride (and train) with Dani Pedrosa and Sete Gibernau.

Destination is essentially Red Bull’s new travel agency, which offers once-ina-lifetime trips to a range of Red Bull-affiliated events around the world. It’s recently announced that it's teaming up with the MotoGP race at the Barcelona-Catalunya circuit, and Dani Pedrosa and Sete Gibernau will be on hand to offer training in a closed circuit minibike session.

What’s included?

● One day of MotoGP training on Sete Gibernau’s private track with Dani Pedrosa ● Chance to accompany rider on a two-seater MotoGP bike ● VIP package for the MotoGP in Barcelona ● Access to the pit lane and the Red Bull energy station ● Overnight stay at the cool W Hotel in Barcelona ● Facilities where the day will be held.

The trip will take place from June 14 to 16, and to participate you’ll need to be over 18 years old. It’s not cheap though, setting punters back 4,530 Euros each, and you’ll also have to ensure that at least four of the six available places are full to get involved.

• Info: www.destination.redbull.com

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PRODUCT SHOP WINDOW XLmoto’s Race Tent RRP: £119.99

Any seasoned racer or regular track-day rider knows the value of a race tent; a portable garage where you can stay safe from the elements, and work on your pride and joy in relative comfort.

Now, XLmoto is helping to make it even more affordable to get your hands on one of its race tents, with a massive 48% off the original price.

Priced at £119.99 (reduced from £229.99), Xlmoto’s 3x3m tent is easy to set up too, so you won’t waste time on track. Just pull the four legs out and the frame will lock into place, and in less than 60 seconds you’ll be protected from the wind, rain and other curious competitors.

The tent frame is constructed from steel, while its ceiling and walls are made from weather-resistant PU-coated polyester. The canvas has a watertight rating of 2000p, which means that it’s capable of keeping you dry in the worst of weathers. The walls are mounted quickly and easily with Velcro fasteners, and there’s a carry case included to tuck the whole lot away.

• Info: www.xlmoto.co.uk

Honda Forza Sports Screen RRP: £ ask

The Malossi Black Sports Flyscreen (VB458331) is designed to be a direct replacement for the original screen and is manufactured from PMMA material. Measuring 400mm tall by 395mm wide, the design allows for maximum rider visibility.

• Info: www.ve-uk.com

GoXtreme Rebel Action Camera RRP: £49.99 Capable of taking micro SD memory cards up to 32GB, the GoXtreme Rebel is equipped with a built-in two-inch (5cm) colour display, which allows users to frame, set up and then playback recordings, a 140º wideangle lens, and photo resolution options of up to 16MP. Most importantly, it’s capable of filming at a native 720p high definition or interpolated 1080p Full HD video (at 30 frames per second).

There’s also built-in Wi-Fi, which allows users to view a live feed of the

action being recorded on camera using a smartphone and the free GoXtreme companion app – and even to send videos and photographs from the camera straight to a compatible device.

From an equipment perspective, the GoXtreme Rebel comes bundled with a 30m waterproof protective case, shield mount, bike mount, helmet mount, switch support, tripod adaptor and USB cable.

• Info: www.goxtreme-action-cams. com

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Resurgence New Wave Motorcycle Jeans

KAOKO Cruise Control System

Resurgence Gear has just released its latest pair of motorcycle jeans, the New Wave. From what we’ve been told, they’re revolutionary bits of kit, incorporating the Canadian brand's own PEKEV Ultra Single Layer denim fabric.

Resurgence Gear was first launched back in 2013

The Kaoko Cruise Control System can be easily fitted to a massive range of bikes. Apparently Kaoko’s been around quite a while, with development first kicking off around 20 years ago, so there’s a chance that you might have heard of this clever cruise control system already. If you haven’t, here’s a bit of history on the South African-based brand.

RRP: £299 | Waist sizes: 30 to 44

with the creation of its own abrasion-resistant PEKEV material, which tests have proven to be twice as strong as Kevlar. Since then, Resurgence has continued to make a name for itself developing some top-quality biker denim that’s proved extremely popular. A couple of years ago it unveiled its Voyager jeans, which it reckoned were the strongest in the world. Now it’s gone one step further by continuing to develop and improve its own PEKEV material.

Resurgence has been pretty bold with its claims about its latest offering, saying that the New Wave are the world’s most abrasion-resistant biker jeans, thanks mostly to its newly developed PEKEV Ultra.

Essentially, the PEKEV Ultra means that the New Wave feels just like a pair of regular jeans, with comparable texture, weight and temperature. More specifically, they are CE EN13595 Level 1 certified, with a Level 2 rated 11 seconds abrasion resistance.

Talking about protection, the New Wave jeans also come with hip and knee armour pockets with height adjustment, and D3O T5 Evo X CE knee and hip pads as standard.

They’re available in a classic taper cut in Indigo Blue at the minute, although we have heard that there’s a Black pair on the way in the not-too-distant future.

• Inffo: www.dot4distribution.com

RRP: £100-plus

Knox Zero 3 Winter Gloves RRP: £139.99 | Sizes: S to 2XL

Kaoko was first established after its owner, Roy Mentis, developed a long-range fuel tank for a trip through the Kaokoveld in Namibia.

Whilst the fuel tank proved a great success, Roy discovered a slightly more serious problem: an extremely tired wrist. The development and design of Kaoko’s first cruise control then began back in 2001.

It’s a surprisingly simply solution, but it looks like it works a treat. Essentially, the Kaoko throttle stabiliser fixes a nut to the end of the throttle grip, which can be used to gently exert friction and keep the throttle open where you want it, all the while allowing you to continue using the throttle if you need to wind off quickly.

There’s a massive range of options to fit most motorcycles. It’s not hugely expensive either, costing around £100 on average.

• Info: www.uk.kaoko.com

Knox has just introduced its all-new Knox Zero 3 winter motorcycle gloves, and it reckons they’re the most waterproof gloves the British brand has ever produced.

The product of an extensive R&D programme, Knox’s Zero 3 gloves incorporate new waterproof technology from eVent, Primaloft insulation, and Knox’s own scaphoid protection system, in addition to the Knox Micro-Lock protection system, meaning they’ll keep your hands safe as well as dry.

Made from tough goat skin with a durable water-repellent film, the glove's waterproofing has been enhanced by the addition of a new highly breathable and 100% waterproof insert from eVent.

Exclusively designed for Knox, it helps to ensure the fingers do not pull out when the glove is taken off.

They’re not a cheap pair of gloves, admittedly, but when you consider the quality of Knox’s gear and the extensive research involved in producing products, they’re probably very good value for money.

• Info: www.planet-knox.com

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02W EVENTS

We’re interested in all things two wheels – from moped racing right through to custom competitions – and each weekend, there’s a rich cross section of events up and down the country to suit every taste. To inspire you to get out on two wheels, here’s our pick of events coming up over the next couple of months MARCH 23-24

MXGP Motocross Grand Prix Great Britain Matterley Farm, A31 Alresford Road, Winchester, Hants SO21 1HW

The MXGP lands in the UK for the second round of the world championship. Back at Matterley Basin in Hampshire - one of the UK’s most iconic motocross tracks - the hugely popular event is the perfect introduction to the sport for MX virgins (as well as being a must-do for veteran MX enthusiasts).

There’s a packed schedule of practice and support races before the main event kicks off on the Sunday, so if you’re there for the whole weekend, you’ll not be short of action to keep you entertained.

• Info: www.mxgp.com

‘Get your diaries at the ready’ APRIL 6-7

CRMC Classic Motorcycle Race Weekend

Castle Combe Circuit, Chippenham, Wiltshire SN14 7EY

If you’re into classic bikes, and you like racing, the CRMC’s first race weekend at Castle Combe is the place to be. With over 40 races and parades over the weekend, including the first round of the ACU Classic 500cc Championship, the first round of the ACU Post Classic Championship, and the first rounds of the CRMC Club Championships, you’ll not be short of on-track action to keep you entertained.

Saturday practice starts at 8.40am, with the first race kicking off at 12.45 pm, whereas Sunday’s

race action starts at 9am. If you want to race or parade your bike at the event, visit the CRMC website.

• Info: www.castlecombecircuit. co.uk

APRIL 13

South West Peninsula Spring Rally Long Sutton Village Hall, Martock Road, Long Sutton, Somerset TA10 9NT

MARCH 23

Nifty Fifty Endurance Moped Championship - Round One

The South West Peninsula Spring Rally is a road rally organised by Somerset Advanced Motorcyclists (SAM), which involves plotting a route throughout the South West Peninsula.

It will require some navigational skills, mental dexterity and observational ability, but above all, it is designed to be an enjoyable event for all riders on two (or even three) wheels. The object is to complete the various stages, collecting answers to clues on your travels, which will help decide who wins the awards at the end of the day.

• Info: www.somersetadvancedmotorcyclists.org.uk

Route 34 Motocross Park, Down Farm Lane, Winchester, Hants SO22 6RG

It’s time for the first round of the Nifty Fifty Endurance Moped Championship. Teams of up to four riders complete as many laps as they can in five hours, around a specially prepared Motocross track, using mopeds and scooters up to 90cc, all whilst raising funds for their favourite charitable organisations.

Great fun.

• Info: www.niftyfiftyendurance.com

APRIL 13-14

Cardiff Classic and Contemporary Motorcycle Show Llanishen High School, Heol Hir, Llanishen CF14 5YL

MARCH 23-24

Manchester Bike Show

EventCity, adjacent to the Trafford Centre, Manchester M41 7TB The Manchester Bike Show is back for the eighth year, bringing 18,000 square metres of motorcycling goodness all under one roof. With over 100 trade exhibitors and in excess of 750 motorcycles on display at the show, from the latest models

to restored classics, dirt bikes and tourers, to full-blown race machines, there’s something for everyone at the Manchester Bike Show.

Plus, there’s stunt shows, a live stage with star guests, live music

and DJs, and a concours competition, too. If you’re up in the northwest (or even if you’re not), the Manchester Bike Show is not to be missed.

• Info: www.manchesterbikeshow. com

MARCH 24

80th Pioneer Run

Tattenham Corner, Epsom Downs, Epsom KT18 5NY

The first Pioneer Run to Brighton took place back in 1930 and it’s been repeated every year since - except when prevented by war, fuel shortages, foot and mouth outbreaks and bad weather.

That means that this year the Sunbeam Motor Cycle Club is celebrating 80 years of its annual event.

Internationally renowned in the veteran motorcycle world, the Pioneer Run repeatedly attracts the largest gathering of pre-1915 solos, sidecars and tricycles in the entire world, providing the public with a rare and unique opportunity to see in excess of 300 motorcycles aged between 105 and 123 years old in action. If you’re into old bikes, then you need to be there.

• Info: www.sunbeam-mcc.co.uk APRIL 6

Kempton Park Motorcycle Jumble

Kempton Racecourse, Staines Rd E, Shepperton, Sunbury-on-Thames TW16 5AQ Kempton Park’s regular Autojumble is a veritable treasure trove of motorcycling goodness. There’s everything from parts to tools, and clothing to bikes up for sale, with at least 250 traders in attendance.

No matter what you’re after, whether it’s

getting a petrol tank hand painted, a digital speedo for your new wave retro-build, or a load of cleaning products, Kempton Park is worth a look.

• Info: www.kemptonparkautojumble. co.uk

The South Wales Sunbeam Motorcycle Club is hosting its 28th annual motorcycle show in Cardiff, bringing together classic and contemporary machinery all under one roof.

Last year, there were around 150 classic and modern machines on display throughout the three halls, with some truly rare metal are autojumble plots, a quiz, and available to admire over the refreshments available, too. If weekend, including an ex-Malcolm you’re in the area – you’d be remiss Uphill Manx Norton and a not to take a look.

1950s AA BSA sidecar outfit. There • Info: www.southwalessunbeammcc.co.uk APRIL 14

Normous Newark Autojumble

Newark Showground, Lincoln Rd, Coddington, Newark NG24 2NY

With a range of stalls selling bikes, parts, spares, accessories and tools, if you’re looking for a piece for your latest project, this is the place to be.

It’s not just bikes, so expect cars and commercials, too. Get there early if you want to grab yourself a real bargain.

• Info: www.newarkautojumble. co.uk APRIL 14

Squires Egg Run

Squires Bike Café, Newthorpe Lane, Sherburn in Elmet, West Yorkshire LS25 5LX What better way to celebrate Easter than raising some money whilst riding your bike? Starting from the hugely popular Squires Café, the annual Easter Egg Run draws a huge number of bikers from across the country, with all funds raised helping to support a number of worthy causes. It’s a fully marshalled 125cc-friendly event, and fancy dress, should you be so inclined.

• Info: www.squires-cafe.co.uk

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NEWS

FIM promotes Trial-E as an Olympic sport activity

KTM’s E-Scooter revealed

Our spy snappers recently sent over some interesting shots of KTM’s latest electric vehicle to go into development.

It’s an electric scooter and it’s a bit of a departure from the Austrian factory's usual output.

The batteries are under the floorboard, the front wheel is big and the rear wheel small. It’s got a single-sided, mountain bike caliper on the front, too. On the back wheel you can see the electric drive motor mounted on the left of the wheel, and on the right-hand side there’s a belt that we’re guessing is to do with an energy recovery system to re-charge

batteries when the thing is going downhill. If so, smart.

In the snaps, the rider is glued to the information on the TFT screen that’s bolted to the handlebars. The E-Scooter is being tested on a public road up a pretty serious incline, so we can probably guess that the rider is watching the draw on the batteries as he rides the unit uphill.

It looks like its well on its way to being production ready, but at this stage, we’ve still not had any official confirmation from KTM about when to expect its latest electric vehicle to make it to market. Hopefully, it’s sooner rather than later.

Zero's third teaser on SR/F

Zero Motorcycles has just released its latest teaser video for its upcoming SR/F, and it finally offers a bit of information about the American manufacturer's new naked.

It’s the third teaser released since Zero first announced the SR/F was on its way at the start of the year, and whilst the first video offered little more than a brief glimpse at the bike's front end, the second and third have helped us to learn a little more about Zero’s new electric machine.

This time around we get a better look at some of the SR/F’s components. First-off, the video shows the SR/F’s 14.4 kWh battery pack configuration, and its Z-Force 75-10 motor.

Next we get a look at its J.Juan brakes, which are a little bit of a surprise, considering the speculated sporty nature of Zero’s newest machine. Finally, we get a brief look at a set of Showa forks. It’s a good start, but there’s still a lot we’d like to know about the upcoming naked machine.

According to the California-based

electric motorcycle manufacturer, more than a new model, the Zero SR/F is an entirely new platform. 'The Zero SR/F combines cutting-edge technology with the most powerful drivetrain Zero has ever produced.

The result is the most integrated, premium, and high performance electric motorcycle the company has ever created. The Zero SR/F provides an effortlessly powerful experience in the naked street bike category.'

• Info: www.zeromotorcycles.com

The International Motorcycling Federation (FIM) is working to get Trial-E added to the 2024 Summer Olympics in Paris.

If it’s accepted, electric Trials would become the first motorsport to be officially recognised as part of the Olympic Games.

Jacques Bolle (FIM Vice President and French Motorcycling Federation President), Jean-Pierre Mougin (FIM Honorary Deputy President and V.P. of the French National Olympic Committee), and Thierry Michaud (three-time Trial World Champion and Director of the FIM Trial Commission) ,recently met with the Paris 2024 Olympics organising committee to make the case for Trial-E. Interestingly, the International Olympic Committee’s current policy for introducing new sports to the games is based on several criteria: youth focused; equally accessible for men and women; sustainable; spectacular; practiced on all continents; and requiring no new infrastructure.

It’s a relatively new policy, which has seen baseball/softball, karate, skateboarding, climbing and surfing introduced for the 2020 Olympic Games in Tokyo, Japan. Looking at the criteria, Trial-E should be in with a good shot for 2024.

The FIM delegation is making the case that Trial-E meets all of the IOC’s requirements for addition to the Olympics, although, of course, it’ll be up against some tough competition.

"We are convinced that the Olympic Games in Paris in 2024 represent a unique and historic opportunity to allow Trial-E to become the first motor sport discipline to be part of the Olympic Games," said Jorge

If Tesla made a motorcycle…

What do you reckon to these designs from industrial designer James Gawley for an all-electric motorcycle, which fits the Tesla ethos?

The fellas at German site, Motorrad, have uncovered these designs by Gawley for an electric motorcycle, which features a large hole in the front third to let the maximum amount of air flow into the vehicle to keep the low-slung batteries cool. There’s a decent amount of underseat storage and the bike’s electronics (naturally, all tune-able via an app on a smart phone) are housed in one large flat unit, that uses all of the area which would normally be taken up by a petrol tank.

The footrests and sidestand pop out and fold away flush with the bike as needed, and there are cameras instead of mirrors with live feeds being shown on large screens tucked away behind the electronic display ‘slab’.

The bike’s ride height and amount of travel for both the front and rear of the bike can be adjusted digitally to suit a rider’s needs.

As far as an idea goes, we like this. Is this how a Tesla motorcycle could look in the future? Would it be more viable without the Tesla name attached?

Viegas, FIM President. "This great première will be the foundation for a strong relationship that will bring the FIM, the IOC and all the Olympic family closer together for many years to come.”

An official list of eligible proposed new Olympic sports will be submitted to the IOC shortly, but the final decision on which sports will be added won’t be made until after the Tokyo Olympics.

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LAUNCH RIDE

Thrapping the light fantastic The lightweight sportsbike class has been one of the surprising successes in recent years.

The combination of low running costs with exciting styling and a dash of spirited performance has been a big hit for young novices, shorter riders and even a few older bikers.

Yamaha was a little late to this party, but its 250cc R25 was a big hit when launched in 2014. A neat parallel twin engine with high specification, in a sporty chassis with R1-styled bodywork, it wowed the market in Indonesia and has sold well in Europe, too.

Yamaha followed the market trend in 2015 with a 321cc R3 version, which battled with the Kawasaki Ninja 300/400 and Honda CBR250R/ RR/300R for dominance in the new 300 Supersport class, helped by the adoption of the capacity as a feeder class in World Superbike racing.

We’re here in Valencia to ride the very latest version of the R3, though.

It’s the first face-lift for the little sportster, and Yamaha has focused on a couple of areas – usability and chassis performance. That means a new LCD dashboard and revised

riding position, plus more aerodynamic bodywork, new suspension setup and a dash of MotoGP-inspired styling and accessories. We’ve got a whole day on track and road, so how will the new bike perform?

Pretty well, is the answer. We kicked off our day on the roads, with a 50-60 mile route from Valencia, up into the hills, then down to the track for the afternoon, before putting another 50-odd miles on the clocks riding back to the hotel.

The R3 is really welcoming when you get on it. The seat is low, the LCD dash bright and clear, and the new bars and riding position put you right at home. Mirrors work a treat, and the clutch is super-light, as you’d expect.

I’m a little worried about the conditions at first. It’s very cold, despite bright sunshine, and the

polished asphalt around the city looks treacherous. I needn’t worry, though.

The Yamaha’s ABS provides a welcome safety net, but the Dunlop GPR300T tyres are warming up quickly, providing plenty of feedback and grip. There’s no traction control, but to be honest, there’s no need for it with the flexible, easy 42bhp produced by the engine.

Yamaha’s not changed the powerplant for 2019, so we get the same 321cc, eight-valve DOHC twin as last year. Not that there’s anything wrong with that. It’s a pleasant, well-developed unit, which makes solid power for its size, with reasonable midrange and a nice torque curve. If you’re dead set on getting the most power for your 300SSP class machine though, Kawasaki’s Ninja 400 has an extra 78cc, and gives a few more bhp, plus

www.o2w.co.uk 13 BUILD QUALITY

Made in Indonesia, and has a high quality. Demerits are the basic front brake master cylinder/lever and the sliding front caliper.

FAIRING

M1-style air intake, and new LED headlights.

Aerodynamics are improved, with a 9% cut in drag.

SPECIFICATION

2019 Yamaha R3 ENGINE: 321cc 8v parallel twin, DOHC, liquid cooled MAX POWER (claimed): 42bhp@10,750rpm MAX TORQUE (claimed): 22ft lb@9,000rpm TRANSMISSION: 6-speed gearbox, wet slipper assist

clutch, chain drive FRAME: Steel tube diamond type FRONT SUSPENSION: 37mm USD KYB fork REAR SUSPENSION: Aluminium swing-arm, KYB monoshock FRONT BRAKE: 298mm disc, twin-piston sliding caliper REAR BRAKE: 220mm disc, single-piston caliper, ABS WHEELS/TYRES: Cast aluminium/Dunlop GPR300T, 110/70 17 front, 140/70 17 rear KERB WEIGHT (fully fuelled): 169kg FUEL TANK CAPACITY: 14 litres PRICE: £5,299 CONTACT: www.yamaha-motor.eu/

more torque, for much the same cash.

The revised chassis works well, too.

Yamaha’s fitted a new USD front fork as part of a major suspension re-design, aimed at giving more stability and a ‘big bike’ feel. They’ve largely succeeded, too . On the road (and later at the Circuit de la Ribera kart track) the forks and rear monoshock do a great job for what are essentially budget components. The damping and springing are well chosen and work well, even with my 90kg frame on board. The steering is nimble, as you’d rightly expect, but there’s a pleasing stability too, once

A1

LICENCE

ENGINE

DASH

Pretty decent spec LCD dash, with bar tacho, gear indicator, shift light, clock and proper fuel gauge.

321cc parallel twin with four valves per cylinder, DOHC, liquid cooling and a 68x44.1mm bore and stroke.

FRAME

Steel tube diamondtype frame is hardly cutting-edge stuff, but is well up to the job.

SUSPENSION

‘Proper’ USD front fork with 37mm stanchions.

No adjustment up front, but the damping and springing is all new.

BRAKES

Twin-piston sliding caliper up front on a 298mm disc. An adjustable lever would be nice, too…

Yamaha R125. again giving the feel of a bigger, more serious machine. Those Dunlop tyres continue to impress too, even when pushing hard on some properly twisty mountain roads.

There is one downside, which appears when the pace increases though, and that’s the front brake.

Yamaha’s stuck with a small 298mm disc and a twin-piston sliding caliper, and together with the basic master cylinder and non-adjustable lever, it feels like a missed opportunity. The R125 we test on the same day has a ‘proper’ radial-mounted four-piston front caliper, and something like that

would make a big difference to the R3’s stoppers. At the end of our day out, the new R3 has definitely hit the mark. It’s kept the economical, reliable, easy-to-ride engine, added in a much more mature suspension setup, and wrapped it up in a really attractive R1M-style bodywork and styling package. At £5,299 it’s not super-cheap, but is on par for the rest of the market. Will it help maintain the success of this exciting little sportsbike class? I think it just might.

Words: Alan Dowds Photography: Yamaha

A2

LICENCE

Yamaha R125

Back in the olden days, Yamaha had a reputation for making powerful 125s.

From the (unrestricted) air-cooled RD125DX two-stroke twin of the 1970s, through to the amazing-whenderestricted TZR125 of the 1990s, the tuning fork folks knew how to get the most from an eighth of a litre.

They’ve done it again with the new R125. Amazingly, the new bike has a fully-fledged variable inlet valve system in its little four-valve cylinder head. The single overhead camshaft has two intake cam profiles – one high-speed and one low-speed. The intake valves are operated by a two-piece rocker arm, with one follower on each cam profile. Below 7,400rpm, only the low-speed cam profile follower operates the valves, giving great torque and efficiency.

Over 7,400rpm, an ECU-controlled solenoid moves a pin, which locks the two-part rocker arm together, and letting the high-speed follower take over, so the valves are opened for more lift and duration, giving great peak power.

Ok, the total output is still limited to 15bhp, but this is still a learner legal bike, of course. On the road, the little Yam feels by far the best of all the 125s I’ve ridden in recent times. The SPECIFICATION

Yamaha R125 ENGINE: 125cc, 4v single, SOHC, liquid cooled, variable valve timing MAX POWER (claimed) 15bhp@10,000rpm MAX TORQUE (claimed) 11.5Nm@8,000rpm TRANSMISSION: 6-speed gearbox, wet slipper

assist clutch, chain drive FRAME: Steel Deltabox beam type FRONT SUSPENSION: 41mm USD fork REAR SUSPENSION: Aluminium swing-arm, monoshock FRONT BRAKE: 292mm disc, four-piston radial mount caliper REAR BRAKE: 220mm disc, single-piston caliper, ABS WHEELS/TYRES:Cast aluminium/Michelin Pilot Street, 100/80 17 front, 140/70 17 rear KERB WEIGHT (fully fueled): 142kg FUEL TANK CAPACITY: 11 litres Price: £4,499 CONTACT: www.yamaha-motor.eu/

engine has a proper power curve and actually feels like a ‘real’ powerplant.

On some fast dual carriageways outside Valencia, the R125 hit an indicated 130kph easily enough – nearly 80mph in old money.

Engine apart, the rest of the R125 also gets top marks. The steel Deltabox frame, alloy swingarm, USD forks and radial four-piston front caliper definitely make it the class leader in the learner sportsbike sector... and a worthy successor to the likes of the RD125 and the TZR.

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www.o2w.co.uk 15

PRODUCT REVIEW

Arai Renegade V Outline Helmet

RRP: £529.99 | Sizes: XS to XXL | Colours: White/Black, White/Red Reviewer: Roger Jones I’ve got to admit, I usually only wear all-white helmets, but I reckon the ‘retro’ painted Arai Renegade V full face helmet looks the business.

Arai reckons it’s primarily for use with cruiser or naked motorcycles, but in my case I’ve been using it while riding my KTM 1090 Adventure, and it works perfectly.

For comfort on those balmy days (do you remember them last summer?), the four slots in the front of the helmet, and another total of four slots in the sides and back, contribute to good ventilation. The top vents are easily opened and closed with a gloved hand, but sadly, it’s not so simple to access the vents on the chin.

The chin curtain, which works to reduce the amount of air entering the helmet, makes it almost impossible to open the vents from the inside when the helmet is on. Even the visor has adjustable vents at the top for a demist option, although I did have a Pinlock fitted for the ultimate demist.

Arai states that the latched mechanism on the visor operates with an intuitive, fluid, one finger operation. In reality, I found that opening the visor could be a bit of a pain; the visor had to be pulled outwards of the helmet aperture for it to unlock, which was not always easy, especially with winter gloves on. Its strap is the double ‘D’ ring type, and simply pulling the fitted tab is enough to loosen the fastener.

Internally, the noise-reducing foam

works to keep the helmet quiet when air passes through the air channels, and there’s even speaker cut-outs for intercom systems. A nice touch, and a far cry from my first Arai some 35 years ago, when I was cutting out padding with a Stanley knife. As a matter of interest, I still have that Arai helmet with a special paint job (no longer used, of course). There is absolutely no comparison between today’s helmet and the old one.

A major move forward for me is that the complete interior can be easily removed and cleaned with lukewarm water and mild soap, so no excuses for smelly, old, sweaty interiors these days! Also available are interio ors off different sizes for a custom fit for every rider. Don’t let’s forget th he helmet bag supplied, either.

As a contact lens wearer, the helmet is draught-free (with chin curtain fitted), and it sits within my level of expectations on the noise front. Ok, so there are a whole range of helmets to choose from in the market place, but the name Arai is amongst the most prestigious and is also backed with a superb pedigree. This Arai model is right up there with the best of them, and I think it’s priced fairly reasonably, too.

• Info: www.whyarai.co.uk

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SUPERSPORT SHOOTOUT

A2 licence anarchy A lot has changed in the last 30 years or so. Looking back at the glory days of motorcycles, there was no talk of an electric-fuelled future; there were no chavs on mopeds running riot, nicking bikes in the big cities; and getting your hands on a bike licence was as simple as a quick blast around the block

Back in the day you had fire-breathing RGVs, rocket ship Aprilia RS125s and less restriction on what you could ride.

Is it, however, really a case of looking back on the olden days with the ‘grass is always greener’ attitude, or do today’s learner-legal bikes offer just as much of the excitement and enjoyment as the bikes of yesteryear?

Well, I’m sorry to disappoint you, but it’s a big fat no. Various legislations and laws have done their very best to strangle any last ounce of fun out of these little machines, meaning that since the death of two-strokes and the introduction of stringent emissions measures, even the sportiest of learner-legals have just been, well, lacklustre. Thankfully, all is not lost.

There is something of a resurgence on the cards, egged on by growing small capacity markets the world over. Of course, seeing these smaller steeds mixing it up at World Superbikes in the Supersport 300 class hasn’t done the scene any harm either.

As a result, we thought it’d make sense to pitch Kawasaki’s 400 Ninja against KTM’s RC390 and Honda’s CBR500R to get a proper grasp of just what’s possible with an A2 licence. So we packed a van with these three beasts and headed to the brutally bumpy Castle Combe Circuit for a track-spanking like no other, letting loose each and every one of their sub-48bhp offerings. Oh, and we scrapped them out good and proper on our favourite back roads, too. Here’s what we made of them.

Words: Carl Stevens, Fast Bikes magazine staff writer Images: AS Design

Honda CBR500R Being the most expensive, powerful and the most mature looking of the three, it’s fair to say I was a little disappointed as Honda’s CBR500R almost looked like a Goldwing in comparison to the Kawasaki and KTM. Then again, we weren’t going to let the almost sport-touring style aesthetics or the notably high lard-ass weight of 194kg set any precedence; we don’t discriminate.

Besides, what the ‘Big H’ lacked in grace was meant to be made up for when I hit the ignition, being the most powerful of the lot and all.

Unfortunately though, as I jumped on and fired up that 471cc engine, it

seemed more docile than an ancient Labrador. Adding to my woes, the seating position felt nowhere near as race-y as the others, thanks to the upright commuter-esque feel, and as soon as I kicked the side stand up I could sense the extra weight on the 500. That being said, the Honda is one of the most powerful bikes you can pick up on an A2 licence without a restrictive kit, and it had that charmingly easy Honda feel as I let that smooth clutch out and opened the throttle on to the roads ahead. The engine was silky and the pick-up was easy, yet there just wasn’t as much excitement delivered through the 473cc lump. Don’t get me wrong, it was a lovely engine for pottering about, just a little uninspiring in terms of creating any sort of hooning behaviour, and the extra weight really pulls it down, which was a real shame. If it would’ve had an extra 15bhp hidden in the powerplant things would’ve been different, but the fact is even though the engine is bulletproof, it is no rocket. It does, however, hold up nicely at motorway speeds and if practicality turns you on, it was easily the comfiest bike of the three, with the biggest screen.

Alas, for me it doesn’t though, and in all honesty the lacklustre feeling carried through into the twisties as I could really feel the extra weight against the other two when chucking it about, especially from side to side on the really tight stuff. The Honda is definitely the easiest to ride, but it just wasn’t as rewarding, feeling fairly lethargic as I wrestled it from side to

www.o2w.co.uk 17 SPECIFICATION

Honda CBR500R* ENGINE: 471cc liquid-cooled parallel twin BORE X STROKE: 67mm x 66.8mm COMPRESSION: 10.7:1 FUELLING: Double overhead cams CLAIMED POWER: 47bhp@8,500rpm CLAIMED TORQUE: 31lb ft @7,000rpm RBW/RIDING MODES: No/no TRACTION CONTROL: No ABS: Yes QUICKSHIFTER: No WHEELIE CONTROL: No LAUNCH CONTROL: No FRAME: Steel trellis FRONT SUSPENSION: 41mm pre-load adjustable

forks

REAR SUSPENSION: Prolink mono shock, pre-load

adjustable

FRONT BRAKES: 320mm disc, two piston radial

caliper

side, although there’s more space for manoeuvrability if you’re on the larger side of the size spectrum. It was all much of the same when we got it on track, as the added weight really did show when it tried to keep up with its A2 companions. Even though it was the most powerful, the Honda genuinely felt quite sluggish getting out of corners as those 47 horses did their very best to pull the big ‘ol 500 on to the straights. It wasn’t just the straights the Honda struggled with either, as it had about as much ground clearance as a Harley. That really destroyed any hope of carrying the corner speed vital for a quick lap time, although it wasn’t a full house of issues as the Nissin stoppers did a pretty cracking job at stopping the old girl. In all honesty, with the weight and the riding positon being complimented by the constant

REAR BRAKES: 240mm disc, single piston caliper WHEELBASE: 1410mm SEAT HEIGHT: 785mm KERB WEIGHT: 194kg FUEL CAPACITY: 16.7 litres PRICE: £5,949 CONTACT: www.honda.co.uk *Since this test was conducted, Honda have updated the CBR500R for 2019 O2W RATING:

★★★★★★★★★★

soundtrack of scraping footpegs, the CBR500R felt more Sports-tourer than Supersports.

It’s funny really, when I think of 500s, I think about fire-breathing, soul-destroying two-stroke monsters.

Unfortunately though, this couldn’t be any different to what we were dealt today. Ageing now, the CBR500R struggled to keep up with the competition, much like it has in each of the racing series. It’s the easiest, most docile and comfortable of the lot, but as a sportsbike it leaves a lot to be desired.

FINAL VERDICT

The CBR500R was always going to be up against it, but it shows that power isn’t everything.

Too much weight and not enough go to keep up with its competitors

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KTM RC390

KTM has worked wonders with the RC390’s edgy fairings and that aggressive, transformerstyle front end. It’s not just its looks that drew me in either.

Even though the RC’s been largely unchanged since it was first unveiled in 2014 (besides the odd ride-by-wire throttle and slipper clutch), the sporty RC390 has a little place in my heart, which was rekindled as soon as I hopped on board.

Even though I found it comfy, as far as sporty cockpits go, they don’t come much more aggressive than the RC, with the lowest bars and highest peg combination out the three. The seat was decent as well, and the only niggle I have with the cockpit is that you can still tell the age of the RC, thanks to the lacklustre old skool dash, which could do with a TFT update (like KTM has given the updated Duke). Even so, as I hit the ignition the words "Ready to race?" popped up like a clear message from the bearded bloke upstairs. Whether you’re 18 or 80, if that doesn’t send your mind into ‘Let’s spank the living daylights out of this bike’ mode, I really don’t know what will.

Firing up the little single cylinder induced a fairly throaty note from the exhaust, and as I pulled away the ride-by-wire throttle system actually succeeded in making that little single-cylinder lump an incredibly user-friendly smooth operator. The KTM’s engine was the gift that just kept on giving.

No matter how many gears I

FINAL VERDICT

The RC390 is still a tasty contender for the lightweight crown, with an incredible chassis and the best suspension set-up for the lot. It just needs to be a little gutsier, though!

threw at it, those 373cc’s just kept working harder and harder to keep me smiling. In all honesty it felt like it could be a 500 firing out of corners with the way it roars, and even when I was a gear too high it wouldn’t punish too harshly. I mean, if I tried incredibly hard I was able to pop wheelies in second gear, which is bloody impressive for a bike of this capacity.

The engine is helped by the fact that literally everything felt light on the little 390: from the clutch and throttle response to the initial feel as I pushed the bars, the RC instantly injected confidence, but thanks to the surprisingly plush WP suspension it won’t be sticking you on your ass half as much.

Although fairly soft, they actually offer a solid amount of feel when pushing on, with more than enough support to leave me satisfied with blasting some B-roads from both the front and rear. Even the brakes offered an ample amount of power and feel to inspire some serious trail braking, with an impressively unobtrusive ABS system to match. Couple this with the short wheelbase of just 1340mm, and it didn’t take long to realise that the tight and twisty elements of the ride were the real natural habitat of the RC390. The only place where the KTM did struggle on the roads was on the long haul, as it didn’t seem to be as comfortable sitting at high speeds like the other two, bigger capacity bikes, but even so it still wasn’t a major issue.

Surprisingly, the issue with the RC actually came on track where we thought it would be at its very best. In isolation the KTM felt incredibly capable being the lightest on its feet, with a chassis and suspension combo that put the other two bikes to shame. There was absolutely no wallowing from an overly soft set up, and even the ground clearance was good. Thanks to the track-focused riding positon I could really have a good giggle on the RC, eating up bigger bikes like a peculiar orange monster. Even the brakes were notably superb, offering up a fair amount of anchorage into that last

bus stop chicane without the ABS trying to put me into the barrier.

Okay it was there, but by all means it was the best system of the lot. In fact, corner entry, mid corner and exit the KTM was easily supreme… until it found a straight. Although the low-end punch is good from that little single, the RC390 worked out about 8/9mph down on the Ninja at the top end, and when you’re only just topping a ton that’s a hell of a lot.

It was really frustrating, as any track you go to is going to have big straights for a little bike like this.

As far as fun factor goes, the RC390 was definitely the most at home on track, even though it just needed that bit more oomph in the tank. It’s almost a shame actually, because if you had that little extra Ninja power in the KTM chassis you’d have an absolute corker of a machine. Who knows, maybe next year?

SPECIFICATION

KTM RC390

ENGINE: 373cc single cylinder 4-stroke BORE X STROKE: 89mm x 60mm COMPRESSION: 9.8:1 FUELING: Double overhead cams CLAIMED POWER: 44bhp@9,500rpm CLAIMED TORQUE: 26lb ft @7,250rpm RBW/RIDING MODES: Yes/no TRACTION CONTROL: No ABS: Yes QUICKSHIFTER: No WHEELIE CONTROL: No LAUNCH CONTROL: No FRAME: Steel trellis FRONT SUSPENSION: 43mm non-adjustable WP forks REAR SUSPENSION: Single WP, pre-load adjustable FRONT BRAKES: 300mm disc, four piston radial

caliper

REAR BRAKES: 230mm disc, single piston caliper WHEELBASE: 1445mm SEAT HEIGHT: 820mm KERB WEIGHT: 155KG FUEL CAPACITY: 10 litres PRICE: £5,099 CONTACT: www.KTM.com O2W RATING:

★★★★★★★★★★

www.o2w.co.uk 19

Kawasaki Ninja 400 With the new wave of Supersport racing hitting the racing scene like a tonne of bricks, it was the Japanese giants in the green corner that jumped on the bandwagon first to give us some new metal. Now, from the outside it might look like Kawasaki has been a bit lazy: starting off with a Ninja 250, moving on to a Ninja 300, before finally giving us the 400. For the baby Ninja, however, it really wasn’t a case of just plastering some added capacity and firing it off down the production line. Nope, the 400 shares very little with its predecessor, because near enough everything’s been revised. They’ve stiiff ffened d and d dropped d some tiimb ber

from the chassis, shortened the wheelbase and even re-worked the wheels to save almost 8kgs in total, with bigger brakes and beefier forks holding it all together. Oh, and if weight saving wasn’t enough, the engine’s been given an extra 103cc, alongside internal work including a higher compression ratio and an updated exhaust system.

It’s not just performance where Kawasaki have been cracking on with. From afar, the Ninja 400 could’ve tricked me into thinking it was housing something bigger under those fairings. As I got closer it just kept on getting better as well, and as I climbed aboard, the Kawasaki rewarded me with the same highgrade dash that you’d find on the Ninja 650, which is a nice touch on something that gives you change from five-and-a-half grand. As far as the riding position goes, the Ninja sits smack bang in the middle of the

RC390 and the CBR500R. It was comfy with a good degree of sportiness, although for my little frame I do like things closer to the KTM levels of aggression, and having had one as a termer, a seat that doesn’t feel like it’s giving you a prostate exam after a few miles.

I think Kawasaki really nailed the marketing for the new 400, as the Ninja really was a silent assassin. I know all A2 bikes sound quiet, but it’s not until I got into the upper echelons of the range rev that I could really get a buzz going - meaning the Kawasaki just wanted to egg me on and push it right to the very limit… of revs. By adding a third of the capacity to that power plant, not only did Kawasaki bring themselves back in the running for best A2 sports bike, but they also created an absolute charmer of an engine, which was as happy being absolutely spanked as it was pottering through town.

WOOD LANE, HEMEL HEMPSTEAD, HERTS HP2 4TP 01442 255272

www.thektmcentre.co.uk www.husky1903.co.uk

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FINAL VERDICT

With a revised chassis, engine, and just about everything else, Kawasaki have pulled out all the stops and done a great job in finally beefing up their entry-level Ninja into an impressive package, without hiking the price

SPECIFICATION

Kawasaki Ninja 400 ENGINE: 399cc liquid-cooled 4-stroke parallel twin BORE X STROKE: 70mm x 51.8mm COMPRESSION: 11.5:1 FUELING: Double overhead cams CLAIMED POWER: 45bhp@10,000rpm CLAIMED TORQUE: 28lb ft @7,250rpm RBW/RIDING MODES: Yes/no TRACTION CONTROL: No ABS: Yes QUICKSHIFTER: No WHEELIE CONTROL: No LAUNCH CONTROL: No FRAME: Steel trellis FRONT SUSPENSION: 41mm non-adjustable

telescopic forks

REAR SUSPENSION: Gas charged shock with

adjustable pre-load FRONT BRAKES: Single semi-floating 310mm disc, dual piston caliper REAR BRAKES: 230mm disc, dual piston caliper WHEELBASE: 1370mm SEAT HEIGHT: 785mm KERB WEIGHT: 168kg FUEL CAPACITY: 14L PRICE: £5,249 (or £5,399 for the KRT colours) CONTACT: www.kawasaki.co.uk O2W RATING:

★★★★★★★★★★

Just like the CBR500R, the Ninja even cruises with absolute ease as well, but when we got into some corners it really came alive.

I was constantly chucking gears through the box as the Ninja decided to eat up any piece of straight road quicker than I’d expect from a modern learner-legal, which was a refreshing surprise on something with so little power.

It’s not just the engine that impressed though, as that new chassis set-up worked absolute wonders as I threw the thing from side to side, complementing the thicker suspension to do an astoundingly good job at delivering an exciting ride, while still being comfortable, even when I found myself launching over bumpy roads.

In all fairness to the little Ninja, the one major niggle I found on the roads was that the ABS did like to jump in a fair bit under really heavy braking, which was a real shame as those relatively big stoppers would work wonders with a little less intrusion.

Surprisingly though, on track was where the little Ninja showed a few

niggles. I was fully expecting the Kawasaki to wipe the floor with the competition, yet through the corners, the soft suspension really did let the thing down; so much so that it was only the engine that cemented its place at the top.

It was by far away the fastest bike out there, yet even through the

quicker corners at Combe, the Kwak felt incredibly soft. Don’t get me wrong, the suspension set-up is absolutely delicious on the roads, but give it some real, unadulterated hard-core abuse and it will struggle under the pressure. Still, the engine pulled through and against either of the competition, the Ninja absolutely

smoked 'em in a straight line.

The Ninja will still be the quickest round a track, but surprisingly it didn’t really feel like the most fun in its standard guise, due to its soft nature. On the roads though, Kawasaki have worked some real wonders to make an A2 bike this fun.

Fair play…

CONCLUSION

It’s hard work making A2 bikes fun, but in reality they’re a proper laugh.

In a day of riding Castle Combe, I had just as much fun as I do on my stupidly fast race bike. Okay, so smaller capacity Sportbikes are nowhere near the same levels of craziness or excitement as the learner-legals of yesteryear, but with worldwide demand for racing in this category, I have a funny feeling things are only going to get better.

Despite being the most expensive of the lot, I was a little disappointed with the Honda. It’s just a bit old, a bit outdated and generally a bit fat, although it is the comfiest.

If we were after comfort and not excitement, we would’ve gone to DFS and bought a sofa, which is why we love the RC390 so much, because not only is cheaper than the Ninja by £500, but it’s also raw, exciting and sporty, which is everything a KTM should be, feeling the most like a downsized Sportsbike.

Then again, it’s cracking on a bit now and is really due an update. With a bit more power it would win on track, but it just misses the mark when push comes to shove.

The Ninja 400 really has given it a shove from the top step. The Ninja 300 wasn’t particularly bad, but even so those chaps at Kawasaki Industries have been busy leapfrogging the competition, with a bucket load of new bits which made the Ninja that step up. On the roads, it’s the perfect mix of quickness and comfort, and while it’s got imperfections, it’s the fastest on track. Fast, comfortable and looks the part. But the best bit?

It’s not flawless, so when the new wave of learner-legals arrive, things are going to get even tastier.

22 www.o2w.co.uk

Legal Q&A Our specialist motoring solicitor, Andrew ‘Chef’ Prendergast, guides you through your legal troubles

Q

I live 10 miles from where I work and do weird shifts, so ‘Harriet’ the Honda CBR125 has been a life-saver (the bus service was never gonna cut it).

Last month I was following a window cleaner in his van when his ladders fell off his roof. I managed to steer round them - just. However, he then immediately slammed on his brakes to stop and retrieve them.

I had no chance and nowhere to go, and rear-ended the van. I need to add that this all happened quickly. The window cleaner then kicked off and said it was my fault for rear-ending him, and now my insurer is saying the same thing. What do you think? Harriet is rideable, but ain't looking too pretty.

A

Poor Harriet. It's always sad when someone's pride and joy gets bent. However, more importantly, I'm glad you're here to tell the tale. Whilst a lot of the time the person who rear-ends the vehicle in front is to blame, it's not set in stone and every case turns on its facts. The first ‘link’ in the ‘chain of causation’ is the window cleaner driving around with an unsecured load (I'm surprised he's not getting prosecuted). You had to react to the ladders being dropped on to the road in front of you and then couldn't avoid him slamming on his brakes. The window cleaner is full of it and your insurer doesn't know what they're talking about. Don’t accept the blame and issue Court proceedings if need be.

The O2W legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors.

The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with motoring offences. White Dalton lawyers have a vast knowledge of bike law – and they have full bike licences, too. They don’t act for insurance companies or the prosecution.

White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insurance-appointed solicitor – get proper independent advice.

• For road traffic offences call the Motor Defence solicitors on 0800 280 0912. For non-offence cases call White Dalton motorcycle solicitors on 0800 783 6191.

GET ON 2 WHEELS

How to get a motorcycle licence

Want to know exactly where to start your journey to become a biker, or make a move up the cc ladder?

Here’s our quick and easy guide to help you get your hands on a full motorcycle licence THE FIRST STEP - CBT

So you've decided you’d like to ride a motorcycle. The first step is to complete your Compulsory Basic Training. Don’t think of it as a test, because it’s not. The CBT course is simply designed to introduce new riders to five 'elements' that’ll help make their riding safer and more enjoyable, while ensuring that they’re capable of looking after themselves on the open road.

STEP TWO - MOTORCYCLE THEORY TEST

There are two parts to a motorcycle theory test - a straightforward (multiple choice) question and answer section, and a hazard perception test. With the right approach and preparation, you can easily pass your motorcycle theory test first time.

If you’ve already been out on the road regularly, either on two or four wheels, you should already be well equipped to spot a hazard, but no matter your level of experience, take some time to put it into practice.

With your CBT and Theory Test certificates in hand, you are technically halfway to getting your full motorcycle licence. Next up, it’s Module One.

STEP THREE - MODULE ONE

The Module One motorcycle test is simply an exercise in bike control. The examiner will instruct you to complete a number of slow and high-speed manoeuvres around a selection of cones (in a closed, off-road environment). It might look pretty complicated, but don’t panic.Broken down to its individual elements, it’s all relatively straightforward.

WHAT’S INVOLVED?

The Module One test is made up of nine individual elements, and typically takes around 20 minutes.

Here’s a breakdown of what you’ll be getting up to: ● Wheeling the motorcycle ● Using the stand ● Riding a slalom

● Riding a figure of eight ● A slow ride ● A U-turn ● Cornering and a controlled stop ● Cornering and an emergency stop ● Cornering and hazard avoidance

STEP FOUR - MODULE TWO

During your Module Two test you’ll be judged on your ability to ride safely on the road, in accordance with the Highway Code. It’ll take around an hour to complete. The test is broken down into four separate segments, which are: ● An eyesight check ● ‘Show me, tell me’ vehicle safety questions ● Road riding ● Independent riding

Motorcycle licence categories CBT

At the age 16 you can take your CBT, which will allow you to ride 50cc mopeds (either motorcycle or scooter style) – and if you’re 17 you can take your CBT on a 125cc geared motorcycle, and then ride on roads.

Remember, the CBT certificate is only valid for two years. After that you have to re-take your CBT.

A1 LICENCE

NEED ADVICE?

If you need advice on a bikingrelated legal question or query, email mail@whitedalton.co.uk The best Q&A will be published in O2W, in confidence, of course.

For more information on getting your hands on a motorcycle licence, visit: www.dvsa.co.uk

You need to be 17 years old or over to get your hands on an A1 licence.

Before taking the practical test for the A1 licence, you’ll need a valid CBT certificate and you’ll need to have passed your theory test.

The practical test consists of Modules One (at a training facility) and Two (on road). The A1 licence allows you to ride motorcycles up to 11Kw (14.8bhp) with a power-to-weight ratio which does not exceed 0.1kW (0.13bhp) per kg. These are usually 125cc motorcycles.

A2 LICENCE

At age 19 you’re able to get your A2 licence. You need a valid CBT certificate and theory test in place.

After completing the practical test Modules One and Two (same as for A1 licence, but on a bigger bike), you’ll be legally allowed to ride motorcycles up to 35kW (46.9bhp) with a power-toweight ratio of no more than 0.2kW (0.27bhp) per kg. This can include restricted motorcycles – i.e., bigger bikes that have been fitted with restrictor kits – but the bike must not be derived from a vehicle more than twice its power.

A LICENCE

Once you’re 21 you’ll be able to get a full unrestricted licence if you’ve held your A2 licence for two years or more.

Alternatively, if you’re 24, you can take the ‘Direct Access’ route, which gives you a full licence straight away.

You’ll need to pass your CBT, theory test, and Modules One and Two.

24 www.o2w.co.uk

FROM

ADVERTORIAL FEATURE

MAGAZINE, APRIL 2019 ISSUE

Honda CB650R & CBR650R

SURPRISING VERSATILITY

Honda’s new middleweight CB and CBR share most components, but offer completely different riding experiences WORDS: Mikko Nieminen PHOTOGRAPHY: Zep Gori, Francesco Montero, Ciro Meggiolaro, Ula Serra-Prats

H

onda has produced some great bikes; some iconic, others almost indescribable (I still don’t what to call the X-ADV), but above all, the Japanese manufacturer’s success is built on a wide range of sensible, real-world bikes that don’t necessarily send shivers down your spine. They’re good machines, but they rarely surprise you – or so I thought.

Honda’s new CB650R and CBR650R are new models, replacing (and heavily based on) the CB650F and CBR650F. The initial noises from Honda were centred around the increased power and reduced weight of the new R-bikes.

The riding position has been tweaked to better match the sporty overall package; and there are a number of chassis changes for improved performance. To me that sounded like the new bikes would struggle to impress and I wondered if even that would make them particularly exciting.

The first surprise was that the bikes make a better impression in real life than in pictures. The four-to-one exhaust pipes have been tastefully swept to the side. The new USD forks and bigger radially mounted four-piston brake calipers give the front a more athletic look. The shorter and higher subframe allows for a compact tail and the overall styling has a more premium feel: the CBR bares a resemblance to the Fireblade and the CB has been given the full Neo Sports Cafe treatment.

Riding the bikes shattered my preconceived ideas pretty quickly.

First up was the CB, and it only took a little while to appreciate the easy nature of the bike. I had been a bit suspicious of the riding position given the footpegs had moved, while the new tapered bars were lower and further forward. On paper it seems comfort has been sacrificed for sportiness, but in reality the rider’s perch is a pleasant place to be.

RIDING NAKED

The peak power of 94bhp is reached at 12,000rpm and maximum torque is available at 8500rpm. These figures suggest the engine needs to spin fairly fast to propel the bike forward, but there’s sufficient low-end, too.

Honda engineers have managed to level the dip in power to 7000rpm and now acceleration is smooth throughout the range.

Keeping revs low and gears high will result in a smooth and calm ride, but to be rewarded with everything that the power plant has to offer, you have to push the revs higher. From around 7000 revs the pick-up is more eager and instant, and the bike feels happy to gallop along the roads.

For a four-cylinder mid-range bike, the CB lets out a satisfying roar when you give it the beans. The combined noise from the new two-channel air intake and the stubby exhaust is no coincidence though, and the small-but-important change to the end can is behind some of this: its position has been altered so the pipe is pointing more upwards, sending the sound waves more directly in the rider’s direction.

This is a bike which will handle both in town and on backroads, thanks to the gentle but lively nature of its power delivery, comfortable riding position and light handling through the wide bars. Cruising or bruising, the CB650R is happy to play either game.

SPORTY THRILLS

Switching bikes, I was pretty certain that the CBR650R would not impress me as much as the CB. I’d only done a

few miles on the CBR, however, before I was enjoying the ride in comfort with the engine delivering unanticipated thrills. Despite numerous shared parts, the CBR felt distinctly different to ride than the CB. Although the suspension is identical on both, the CBR’s front felt softer, but not in a negative way, though. The bike was still nice and steady around corners and there was no bothersome dive under heavy braking. I can only presume that this was due to the more forward-leaning riding position, which placed more of my weight on the front of the bike.

Although the pegs and seat are in the same places as on the CB, the CBR's clip-on bars mean you find yourself in a more sporty position. It was very comfortable, though.

After the naked CB, it was nice to have the wind protection from the CBR’s fairing and screen. It made a huge difference, allowing you to relax and concentrate on riding rather than leaning into the wind.

I had mixed feelings about the new LCD dash on both bikes. It looks good and it’s easy to read, but the glare from the sun meant that a lot of the time you couldn’t see the digits clearly. On a more positive note, the brakes are excellent. The new radially mounted four-piston calipers and the 310mm discs at the front have a great feel and bring the bikes to a quick and controlled stop.

The rear brake only has a singlecylinder caliper, but even so it still helps if you need more braking power. Both brakes have ABS, which gives you a bit more confidence to brake hard. They have an emergency

function, which activates the hazard lights for a moment if you brake really hard. On our test ride I saw the hazards flashing a few times when some of the riders braked hard before some of the sharp corners on our route.

Knowing how good Honda build quality is, it wasn’t really a surprise at how smoothly the gears and clutch worked. Our test bikes were fitted with the optional quickshifter, and it's one of the best I've used in terms of smooth upshifts.

However, I don’t think I'd part with £295 to get one fitted when the gears are so smooth anyway and the new assist/slipper clutch lever so light to operate.

AND THE WINNER IS…

I fully expected to enjoy the CB more because I'm really not a Sportsbike person, but the levels of comfort, handling and sportiness of the CBR won me over and I can't decide which I would pick. I guess I'd still go for the CB since it's cheaper at £6,999, but if you’ve bought on PCP, the difference seems to shrink a bit. Oh, I don't know – you choose!

What’s gone before... Back issues for £4.95 SPECIAL

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FROM

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MAGAZINE, APRIL 2019 ISSUE

APRIL 2019 ISSUE Test Ride

TOURING LAUNCH For most of us, real-world motorcycle adventures are what we live for, and the new Versys 1000 SE wants to help us enjoy them in style and comfort.

Kawasaki Versys 1000 SE

ISLAND ADVENTURES We live for real-world adventures and the new Versys 1000 SE wants to help us to enjoy them

ISLAND ADVENTURES WORDS: Mikko Nieminen PHOTOGRAPHY: Kawasaki

T

he Canary Islands don’t sound like the most obvious place for an adventure tour. The new Kawasaki Versys 1000 SE is not really an adventure bike in the dirt-riding, back-to-basics kind of sense, either. So it took me a little while to get my head around the concept of the mini-adventure that Kawasaki had arranged on the islands of Lanzarote and Fuerteventura for the launch of the new Versys 1000 SE. The more I thought about it, the more it made sense. As much as many of us like the idea of crossing deserts and rainforests on our bikes, in reality that’s something that only a small minority of bikers do. The rest

of us consider the financial and physical damage that taking an expensive bike to an unknown territory might do, and we head out on good old Tarmac instead. The thing is, we can still have a great adventure and enjoy the riding without roughing it, and safe in the knowledge that we don’t have to pick rattlesnakes from the bike’s exhaust manifold or go to the toilet with a spade. Black-top roads and B&Bs are just fine, thank you very much.

The new Versys is a bike built for road-based fun and adventures. So having the mini-adventure in a holiday hotspot where the only thing rough was the volcanic landscape made perfect sense.

HIGH-GRADE TOURING WEAPONS

When we got to Lanzarote, we were presented with a row of bikes armed with panniers for our overnight bags, satnavs so we could find our way to Fuerteventura and back, and a packed lunch to stop us perishing before we reached our hotel for the night. This was starting to look like a very enjoyable adventure indeed.

The bikes themselves were top-of-the-range Versys 1000 SE Grand Tourers. Even the standard model has been updated for 2019 with electronic throttle valves, cruise control, IMU-controlled corner management package, intelligent braking system, LED lights, 12V

TOURING & ADVENTURE Therefore I was slightly shocked when my friend had put another 1000kms on the clock! The bald tyres were now totally slick and the dripping front forks covered in black oil. I wasn’t impressed, but nothing really seemed any more broken than when I had left it.

The next day I recruited the help of a local mechanic. We set about replacing all the wheel bearings, chain and sprockets, steering head bearing, oil and filters. My old Transalp was looking like new!

That night we went out to celebrate with a few beers. As we tucked into a plate of jollof rice the whole sky turned a sickening orange and red. No one had a clue what was going on, but there was panic as sirens started blaring. It was only the next morning we found out two petrol stations had exploded, killing seven people and injuring over 130. I wasn’t surprised, as more than once I had seen locals filling cars whilst smoking cigarettes.

Letters from

LETTER FROM AFRICA (Pt3) From Ghana to Angola dealer between Europe and South Africa was only 150kms away.

Arriving in Lome, Togo, Darryl, one of the guys running the place, wasted no time in draining the oil and examining the plates.

They were in good nick, which meant one thing. I had bought the wrong engine oil back in Accra. Feeling like an idiot, the guys said it was an easy fix. A night with th he plates soaking in brake cleaner, some fresh oil aand all was forgotten!

What a relief. Looking around, I was E TOW amazed there was enough local custom to AP support a KTM dealership in this part of the COUNTRIES world. Darryl explained that there was a large French expat community that loved KM enduro and motocross, and he had a spare 450 if I wanted to join them for a ride that weekend. It would have been rude to say no!

DAYS I was loving Togo and the mad motorcycle com mmunity I had found there. After two weeks thouggh, I was ready for the next challenge of Benin an and then, of course, Nigeria. I was about to set off from the guest house when two 4x4 Fiat Pandas with Swiss registrations rolled up. It was only 10am, but in Africa I’ve found it’s never too early to suggest a beer. Jess and Chris, a Swiss couple and TJ and John, a pair of Americans, were also on their way to Cape Town. They had taken almost exactly my route through West Africa, albeit during the rainy season.

Those pictures I had to see.

I relayed my plans to them. I would try and make my Nigerian visa in Benin the next day, yo which they asked: ‘Have you not seen the news?

‘You might be able to get into Nigeria, but you won’t be getting out!’. Nigeria’s neighbour to the East, Cameroon, had closed the boarder. The Englishspeaking region was seeking independence from the French majority. Nigeria, being English speaking, had

MOVING AND STAYING PUT

N TO C DO

I

26 38,000 350

S LON ER

n October 2017, and after four months back in the UK, I was packed and ready for the next leg of my journey down the length of Africa. This time I had the advantage of knowing what I was up against. I was going to be doing it properly, with all the gear and now with slightly more of an idea of what to do.

I knew it wasn’t going to be all plain sailing as I had already failed to obtain my Nigerian visa in London over the summer. I had also read that the DRC and Angola were going to take more than n a sweett smile, but I would deal with that oncee I was back in Africa. For now I had a fresh 48-page passport and my Ghanaian visa in my hand.

Touching down in Accra, I couldn’t wait to see my bike again. I had left it with a flat rear, dead battery and blown seals on the front forks. Needless to say, I didn’t think anyone would have been using it.

PART THREE: Ghana to Angola

U IN N MB

WORDS & PHOTOG PHOTOGRAPHY: Freddie Dew

FOR

N

Eventually, both myself and the bike were fully prepped and I was ready to hit the road.

Unfortunately, I ran straight into another problem.

With the bike fully loaded, the clutch had started slipping whenever I tried to take it over 5000rpm. If the plates were that worn, I was in trouble. Thankfully, one of the best bike mechanics and the only KTM

This time Freddie makes progress from Ghana to Angola – by any means means.

6ISSUES

£15

www.mslmagazine.co.uk 77

blish hed d 1962 76 Motorcycle Sport & Leisure – estab

KNOWLEDGE

SHARP or blunt

Although the helmet had Shoei logos in all the right places, there were some obvious clues that this helmet may not have ever been anywhere near a Shoei factory.

For a start, the visor mechanism and the vents didn’t look right.

My curiosity stirred, I decided to buy one anyway.

The next step in the purchase process was equally unconvincing. The price of the helmet depended on its size, and the cheapest – the one for forty quid – was an XXXXS. Quadruple XS! Not a size you often come across, but just for a laugh I decided to go for it.

The website let me go through the purchasing process with no problem, but only moments after the sale was confirmed I received an email telling me that the item was out of stock and that I would be refunded. Presumably this very, very small helmet had been listed on the site just so the seller was able to show an even lower price than what the actual products went for.

Anyone in their right mind would have walked away at this point, but I wanted to know what the product looked like in real life. So I persisted with the purchase, selected a helmet size M, paid £73 and waited patiently.

SUSPICIONS CONFIRMED

A couple of weeks later the helmet arrived, having travelled all the way from China. My heart sank when I saw the parcel. The helmet had been covered in bubble wrap and placed in a jiffy bag with no cardboard box to protect it. Not a great start.

My mood wasn’t lifted when I unwrapped the helmet and started investigating what I had bought. It wasn’t just the visor mechanism and the vents that looked shoddy, but the chin guard was crudely made, the lining was thin and there was no Pinlock lens or even pins to secure one in place in the visor.

Everything about the helmet looked cheap, and very un-Shoei like. Even the Shoei logos were wrong on closer inspection – the last two letters were at a different angle to the rest. This was starting to look very much like a fake.

Companies such as Shoei are fiercely proud of the quality of their products, and something like this wouldn’t ever see the light of day. I thought I’d better run this by the guys at Shoei UK, just to be sure what it was that I had in my hands.

IT’S OFFICIAL

A couple of days after I sent the helmet to Shoei UK, I received a call from Mathew Hall in their marketing department: “Yep, definitely a fake. This thing is nothing like a real Shoei. Come and see us and I’ll get one of our product specialists to talk you through it.” I

TOP: You won’t see visor mechanism like this in the real thing.

Given Shoei UK’s point-blank assassination of the helmet’s credentials, I thought I ought to get it tested for safety as well as authenticity. So, I contacted the Government’s SHARP programme to see if they could test the helmet and let me know if it was safe to wear. To my disappointment, they sent me this message: ‘The SHARP programme is limited to testing motorcycle helmets that are available to the UK consumer through retail outlets and are approved already to either UN ECE Regulation 22 05 or British Standard 6658:1985. The SHARP initiative does not include the testing of non-approved products or of products other than motorcycle helmets. We regret that we are therefore unable to help you with your request.’

I wondered what the point of testing products that had already been proven to be safe was, compared to ones that are being sold as safe without any real credentials, but there you go.

The only thing to do was to take matters – and a hammer – into our own hands. A few minutes, some strong words, and half-a-dozen blows with a hammer later, it appeared that the helmet was at least made of hard plastic (or whatever the material may have been). I still wouldn’t wear one on the road, though.

The vents themselves were of low quality, and even if the holes had been there, there was a good chance that not so much air would actually come through.

The evidence of non-Shoeiness kept piling up. The visor mechanism was confirmed to be unlike the patented flush-fit system that Shoei uses, and there was no emergency removal system for the lining in the fake helmet. The paint job on the fake was not up to standard, with overlaid lines and rough finish, and Martin naturally spotted the wonky letters in the logo, too. Overall, there was not much about this helmet that was up to scratch.

WHO TO TRUST?

Once I hasd complained to Wish.com about the helmet being fake, they were sorry that I hadn’t been entirely satisfied, but didn’t answer any of my questions about why they were selling fake helmets. I asked to speak to their media department, but nobody wanted to talk to me. They never directly admitted that the helmet was a fake, but my purchase was refunded and the helmet removed from the site.

ABOVE: The Real McCoy on the left and the fake on the right.

ABOVE: All the right letters and numbers, but no credibility.

So, if blatant fakes are being sold on- and presumably offline too, how can you dodge the scammers? The rule of thumb is that if a deal looks too good to be true, it probably is. You’re better walking away from a bargain than risking your health.

In Shoei’s case, the company has a Shoei Assured scheme to protect customers, so be sure to visit a Shoei Assured store for the best possible service and peace of mind. You can find the official Shoei dealer details on www.shoeiassured.co.uk.

There are plenty of other manufacturers’s products being forged and sold online too, so the next time you reach for those cheap gloves or boots, have a quick word with yourself before you part with your hard-earned cash. I know I will.

VENTS LEFT: Missing something? No air holes in the EPS layer.

BELOW RIGHT: The top vent would be fairly ineffective, even if the air got through the EPS layer.

The vents look and feel cheap. Not much air would get through, even if the scammers had bothered to put a hole in the EPS layer.

ABOVE: This is what entilation channels the ve look like in a real Shoei X-Spirit 3.

felt a mixture of emotions. On the one hand I was smug that I had spotted the fake, but on the other I was disappointed that the good deal I had found was, in fact, not so good after all.

My visit to Shoei UK proved to be an education.

Not only did my chat with the Shoei product specialist Martin Thorne confirm my initial suspicions, but it also revealed a whole host of other problems with the helmet.

Safety first: the helmet was missing a crucial ECE safety label, which you’d expect to find on the chin strap. There was an ECE sticker on the outside of the helmet, but this is not enough to certify that the item is safe to use.

Next, when Martin removed the lining, it was clear that the EPS layer (the polystyrene foam) didn’t have the standard Shoei multi-density structure. Instead, it was made from a single piece of standard polystyrene foam.

Not only was the EPS layer of lower quality than you’d find in a real Shoei, but there weren’t even ventilation holes to let the air in from the top vent.

You could open or close the vent as much as you liked, but with no holes or air channels in the EPS layer, no air was going to get through the polystyrene.

For some bizarre reason the holes for the exit vent were in place, but naturally there would be no air to exit if it didn’t get in.

You’d think that the one thing the scammers would put some effort into is the s logo, but even this was faulty, with the last two letters at an angle.

PAINT

The overall quality of the paint is not as high as the real thing. There are also clear mistakes, such as lines crossing at the edges of the design.

The lining is made of poor-q quality materials and feels flimsy. There is no emergency removal system in case of accidents.

The visor mechanism is visibly very different he flush h-fi fit system to th that Shoei uses. It feels very low-q quality compared to the real thing.

The helmet has an ECE sticker on the outside, but no label on the chin strap as d. Th here requiired are also no stickers inside the helmet as Shoei has.

www.mslmagazine.co.uk 87

LONG-TERM REVIEW

LONG-TERM REVIEW LEFT: Matt found something taller than the Adventure Sports.

AFRICA TWIN LONG-TERM UPDATE Will it be missed – the final verdict

RIGHT: Replacing the OE tyres was beneficial.

BELOW LEFT: Carrying capacity was not an issue.

BELOW: Tactical non-cleaning highlighted the standard of finish.

BELOW RIGHT: The sound effects were pleasant.

Test fleet: Honda CRF1000L Africa Twin Adventure Sports DCT It’s time for Matt to send the big Africa Twin back to Honda. Will he miss it?

A

* UK only offer and expires 30/04/19 0/04/19

CERTIFICATION

MECHANISM

LINING

have arrived at a sensible, balanced conclusion. I think.

My day job involves researching and writing about bikes from the 1950s and ’60s, where often ‘new’ models would be re-hashed old ones, or bikes would be released with fundamental flaws. However,

104 Motorcycle Sport & Leisure – established 1962

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SHODDY FINISH

86 Motorcycle Sport & Leisure – established 1962

s a motorcycle journalist, living with the Honda CRF1000L Africa Twin Adventure Sports DCT has been fascinating – apart from having to remember it’s ridiculous name. I can’t remember when I last tested a modern bike from a major manufacturer that has made me question so much about my motorcycling, the style of riding, what differences there are between what I like/ need from a bike compared to others, and even what it is all about. There’s also never been a bike that, in my opinion, provided such a love/ disappointment relationship over our time together.

However, after nearly 10,000 miles in under a year, I believe I

BEWARE FAKE HELMETS! Finding a bargain online can be fraught with danger

they had just recovered from the war and didn’t benefit from the R and D facilities available to modern manufacturers. FEA (Finite Element Analysis) software can tell you stresses and strains a material can go through; materials and machining tolerances are much tighter; and we know a lot more about creating a great bike.

Such technology has helped Honda develop the DCT (Dual

Different generations of Africa Twin meet.

Clutch Transmission) gearbox.

To be able to create such a clever system where the software and hardware work so well together, in a bike where balance is so important and a gearbox can really screw it up, is incredible.

Yes, there are flaws, and no, it will never judge a gearchange as you would, but I’ve nothing but admiration for Honda for developing and pushing the idea of a motorbike slushbox. If it leads to more people taking to riding, then it’s a good thing.

But then, what is the point?

It’s an answer to a question no one asked. If you don’t like moving your toes, buy a car.

The engine has less power than its rivals, yet isn’t underpowered. Ok, so you have to change gears for those tighter overtakes, but I feel Honda have the right balance of power for the bike, without getting into the ‘power-bravado-pubbragging’ argument. It’s

impeccably tuned for everyday riding, hasn’t put a foot wrong on either of the models I’ve used, and even the finish is standing up well.

In fact, the entire bike still looks good, despite my attempts to sully it. The chain and sprockets are sticking my abuse, where most bikes would have cried enough. Though replacing the OE tyres is normally an ASAP job for free-loading journos, the Dunlops were ok too, bearing in mind Europe demands better tyres than Japan or the USA. The Pirellis I replaced them with were superior in every way though, as I guess even Euro-spec Dunlops would be. On the road, that is.

None of these pseudo off-road tyres are any good in the mud.

The Adventure Sports eats long journeys. The bench seat gives you many different seating positions, whilst the fairing, screen and hand guards provide weather and wind protection. That engine doesn’t put vibes through the pegs, either.

With a 200-mile range and living in Norfolk, everywhere is a long way away, yet the AT devours with ease.

THIS MONTH Rider: Matt Hull Cost new: £13,549 Spec: 998cc parallel twin, 94bhp, 73lb-ft Kerb weight: 253kg Tank: 24.2 litres Seat: 920-900mm Miles this month: 240 (oh, the shame, but it’s really cold and I’m old) Miles on clock: 9430 Average MPG: 47mpg Current tyres: Pirelli Scorpion Trail 2, 90/90 R21 front, 150/70 R18 rear, both with tubes

Handling on road is ok.

Comfortable, yes. But the 21-inch front wheel and the enormous suspension travel makes the bike pitch, feel wallowy and not that accurate in the corners, with little feedback from the front end. Having ridden the new Triumph Scrambler 1200 recently with similar off-road intentions (albeit 50kg lighter), I know this could be better. ‘... But you can’t knock the on-road handling of the Adventure Sports – it’s an

adventure bike,’ someone said to me. Yes, I can. For 99% of its life an AT will be used on the road.

Adventure bikes have replaced tourers, and the standard Africa Twin is much better.

Whoever takes an Adventure Sports off-road for any more than the odd dry track is either highly skilled, braver than myself, hasn’t paid for the bike, or is an idiot. It is too heavy. The weight is too high, and it is too tall. Also, after finding out how much some Honda parts are, it is bloody expensive if you happen to get it wrong.

So, to the dilemma of a balanced conclusion. Who is the Adventure Sports for? I get the Africa Twin. I really, really like it for being good value, reliable, useable and truly ‘Honda’. The Adventure Sports, however, is too tall for anyone less than six foot. It carries its weight too high, making the odd slip/ mistake at slow speed a potentially painful and almost definitely expensive mistake.

Why so tall? Road manners are compromised and getting a pillion on and off can be a precarious affair. Why not use

the standard suspension and sell the extended suspension as a factory option for the odd rider who wants to cross the globe?

While a larger tank is useful, when full it adds to the weight issue and has a surging problem when getting lower which, on occasions, has been dangerous (I believe there is a re-map that helps with this). I just cannot see who this bike is for, it’s so un-Honda. Less a bike for the people, but one for the lofty few.

As to recommending the Adventure Sports, if you cover a lot of miles, are blessed with long legs and love the Dakar, then maybe, but have a test ride first.

For me, I’d buy a standard Africa Twin, fit it with a taller screen and the rack from the Adventure Sports (it’s flat and really useful) and spend the money I’ve saved on a cheap dirt bike.

Left foot was not needed for riding.

www.mslmagazine.co.uk 105

TRIED & TESTED Latest products used and reviewed

BUY THIS ISSUE FOR JUST

£2 50

*

.

CALL 01507 529529 and QUOTE MSLAPR19 VISIT – www.classicmagazines.co.uk/mslapr19 * UK only offer and expires 30/04/19

26 www.o2w.co.uk

AT A GLANCE

4

Peugeot Djjango

AM LICENCE

3

A1 LICENCE

While its looks may be rooted in the herritage of the Peugeot brand, the Django is packed with modeern technology IN DETAIL 1 50cc, 125cc and 150cc engine variants 2 Flat floorboard area 3 Modern LED lighting 4 Flyscreen fitted as standard 5 Chrome effect bodywork trim 6 Seat height 770mm 7 Underseat storage space for one open face helmet 8 Multiple colour variants

7

8

6

A2 LICENCE Depending on engine configuration

1

RECOMMENDED PRICE From £2299 (plus OTR charges)

5 2

CONTACT www.peugeotscooters.co.uk WE SAY “Designed for modern life”

BROWNIES MOTORCYCLES

LEXMOTO / WK BIKES / AJS Chinese Motorcycle Specialist 01507 600574

parts@browniesmotorcycles.co.uk www.browniesmotorcycles.co.uk

28 www.o2w.co.uk

FIRST RIDE

KYMCO Xcitingg S400i If looks are everything, then you’d be hard-pushed to better this latest member of KYMCO’s Xciting scooter family

A2 LICENCE Words: Mau Images: Gary

Dashboard looks nice and clean

One of the joys of working in motorcycle journalism is that we have to carry out bike reviews in all weathers, and that can include riding in anything from ice, rain and snow – with a dollop of high wind thrown in for good measure. All of that was the case during the time I spent riding the Xciting S400i.

Whilst some publications like to highlight their reviews with pictures of bikes glistening in the sun, here at O2W we take a slightly different perspective. Bikes are meant to be driven in any weather conditions, so if it happens to be raining on the day

of the photoshoot, then that will be reflected in the pictures. Thus is the case with the S400i, and we make no apologies for it.

Initial impressions

This scooter is the latest version in KYMCO’s Xciting family range and to be honest in the looks department it looks good – very good - especially in the satin-effect deep blue colour it came in, enhanced with touches of silver and black bodywork in just the right places. KYMCO market it as a sports tourer rather than just another run-of-the-mill maxi-style scooter and in that respect, it scores well.

Once on the move, these looks are further enhanced by the CE-approved daytime running lights and an all-round LEC lighting system front and rear, which adds to the bike’s road presence. The scooter also buzzes with the latest gadgetry, and central to that is KYMCO’s own ‘Noodoe’ mobile app system, which links to the programmable digital dashboard to provide a personal level of individual customisation.

O2W STAR RATING

★★★★★★★★★★

First look

A glance around reveals features like automatically locking, legshield mounted storage compartments. One of these houses a 12v charging socket (no USB point though – missing out on a trick here KYMCO). The slightly smoked effect front screen looks smart and is also lever adjustable. Also, the brake levers are span adjustable to suit individual tastes. Other features include hazard warning flashers and a hand-operated parking brake.

The fuel tank sits low down in the lower central scooter tunnel, thus avoiding any fuel spillage issues often experienced with underseat fuel tanks.

The two-section seat certainly looks comfortable (for the driver at least, although not sure about the pillion); it opens either via the conventional key-twist operation, or the switch located on the n/s handlebar. I was fooled trying to open it, as I expected it to hinge up from the back, and it took me a while to work out that only the front driver’s seat section opened, thus revealing a limited underseat storage space – a bit disappointing, really.

All fired-up

Getting astride the scooter for the first time, the stationary seating position felt fine; at 810mm it’s a little higher than on some other well-known brands, but it didn’t cause any undue problems and I could still get my feet flat on the ground.

The majority of scooters around this capacity are, by nature, single piston ‘thumpers’, but even though this one fell into that category, it produced a lovely, deep-sounding growl when starting the scooter for the first time.

Coincidence or simply bad luck

Every time I took the Xciting out it rained. However, this provided me with the opportunity to test its handling abilities under less-thanperfect conditions.

There were never any issues experienced with road grip on the wet and slippery roads, and even going into some pretty tight bends the bike complied to instructions without hesitation, providing the reassurance that it wasn’t going to break away.

Not much space under here

www.o2w.co.uk 29 When entering into corners, it achieved some pretty mean lean angles in places.

I tried different braking techniques, using both brakes independently, and one observation I did make was that the front twin disc brake setup provided more braking power than when using the rear brake on its own.

Unlike some scooters, this one only has ABS fitted to the front brake. I like this because it allows you to use the back brake independently, giving more control when entering and exiting corners.

Something else encountered during my ride was wind speeds over and above 40mph, and again the bike felt stable despite the strong wind buffeting; it was only at really low speeds that I felt more vulnerable.

The cons

The issue with this scooter for me is that it’s too cramped. Although I rode it for around 100 miles, I don’t think I would

Driver’s seat is comfortable

have been comfortable on a longer journey. The sculpted seat doesn’t allow the option of shifting my seating position and my feet didn’t sit naturally in either the ‘foot down’ or ‘foot forward’ riding positions. On top of this, there isn’t a lot of clearance left around the knee area. Other very minor niggly points were the size of the mileage odometer and the small clock (almost impossible to read whilst riding).

The pros

The Xciting rides well and is responsive when asked. Above all, it looks the part and turns heads. From a cost perspective it undercuts most of the competition, especially when you look at what you get for your money. So if you’re in the market for something a little more ‘Xciting’, then it’s definitely worth taking a look at.

• Info: www.kymco.co.uk

BATTLE OF THE 400s

Suzuki’s latest Burgman 400 is obviously a market competitor, so here’s a quick spec comparison: Detail

Xciting

Burgman

POWER OUTPUT

26.5kW

23.0 kW

FRONT SUSPENSION

Telescopic coil spring

Telescopic coil spring, oil damped

REAR SUSPENSION

Double swing, 5-step adjustable

Link-type coil spring, oil damped

FRONT WHEEL/TYRE

120/70-15

120/70-15

BACK WHEEL/TYRE

150/70/14

150/70-13

FRONT BRAKE

280mm twin disc

260mm twin disc

REAR BRAKE

240mm single disc

210mm single disc

SEAT HEIGHT

810mm

755mm

FUEL TANK CAPACITY

12.5 litres

13.5 litres

WEIGHT

189kg

215kg

LENGTH

2205mm

2235mm

WARRANTY

2 years

3 years

PRICE

£5599

£6299

30 www.o2w.co.uk

TopTips ● Head to your local dealership and try on different pairs of riding jeans to work out the best fit for you. ● Take the rest of your gear with you and try it on at the same time, because it's important that it all works together. ● Ask if you can sit on your bike in them. This way, you can see that the armour sits correctly when your legs are in position on the bike. ● Consider buying your trousers at the same time you get a new jacket.

This might give you some bargaining power in the shop, but more importantly, it will also mean that your jacket and trousers sit correctly with each other. ● Bear in mind when ordering that some clothing brands have different sizing, so you might not necessarily be the same size in all of them.

MEASURING UP

As with all riding gear, the fit is extremely important. Trousers should be loose enough so that you can move easily and bend your legs, but still tight enough so that the armour lines up properly and doesn’t shift around in the event of an accident. You usually have an idea of what size you will be, thanks to your regular trousers, but if you’re at a total loss and want to start from the beginning, here’s the easiest way to find out what size you are. ● Get a friend and a soft tape measure and check around your waist. Place the tape measure around your body, level with your belly button. ● If the sizing chart asks for a hip measurement, then it’s taken around 8-10” below your waist measurement. ● Then measure your inseam from the sticky-out bone (malleolus) on the inside of your ankle to the highest point of your groin. ● Sizing charts on clothing websites will then tell you what the best size for you will be.

BUYING GUIDE: PROTECTIVE JEANS Each issue we focus on a different piece of riding kit, and offer guidance and advice to help you get the best bang for your buck.

This month, it’s riding jeans

With so many styles and materials to choose from, you might not know where to start when faced with buying your first (or a new) pair of motorcycle jeans. That’s why we’ve put together this buying guide to help you find the perfect pair.

Trousers are often the piece of motorcycle clothing that is forgotten about. Riders kit out the top of their bodies with protective gear, and seemingly forget about the bottom.

However, it’s extremely important to make sure you have the right kit on to keep you safe.

The reality is, that the only piece of protective equipment you are required to wear by law is a helmet, but as far as we’re concerned, it is advisable to buy a set of trousers which keep your legs safe, too.

Contrary to popular belief, normal denim isn’t all that protective, but thankfully, in recent years clothing manufacturers have begun to develop increasingly sophisticated denim trousers that are capable of keeping you safe should the worst happen and you take a tumble – thanks to Kevlar (or similar) linings, double stitching and integrated armour.

Do they have a zip to connect to a jacket?

Does it fit your existin ng jacket or do you need to buy a new one?

Is there additional armour on the hips?

Do they fasten up securely?

Does it have a pocket which allows you to add after-market armour anywhere?

Are there pockets?

Do you want pockets?

What’s it made from?

Is it abrasion resistantt?

Some trousers featuree double, or triple stitching on critical seams such as at the knees to prevent ripping and bursting in the event of an accident

Are there any additional features such as reflective piping to help other road users see you?

Ensure it has CE Approved armour at the knees – is it reusable? In the event of an accident some armour can become damaged and can’t be used again

SAFETY

Evven though it’s not a legal requ uirement to wear protective trouseers while on your motorcycle or scooter, it’s highly recom mmended as your bum or legs could d be one of the first places to hit the floor should you fall off.

What type of protection should you be looking for?

Are there zips to help you get your footwear on and off?

32 www.o2w.co.uk

READER’S CORNER

www.o2w.co.uk 33 Do you have a question, opinion or story?

Email pictures and details to letters@o2w.co.uk

“I’m an AJS addict!”

My dad had been a biker in the '50s. He rode Triumphs and considered himself a bit of a Teddy Boy. I've always loved bikes of all shapes and sizes.

My sister was into scooters and the Mod scene in the late '60s, and my brother was into the scooter and Mod revival of the '80s.

I had my first riding experience as pillion on my brother's Puch, and got a slap on the wrist from the local constabulary for not wearing a helmet! In my teens in the '80s, I had a boyfriend with a customised 750 Honda. To this day, my mum doesn't know I ‘pillioned’ on it at breakneck speeds. I was in my 20s by the time I owned my first two wheels.

After this, I did all the sensible

things (or not), such as getting married and becoming a mum to my beautiful daughter.

It was in my 40s, after taking stock of my life and future, that I got my independence back. It was my lovely new partner who bought me my next bike, after having had a break from riding for over 20 years - something on which I could do my daily commute. This was soon upgraded to a retro scooter as a birthday present.

I still loved the music from the Mod scene, and attended events with my brother and friends. I then got into motorbikes and had another two over the years. I even got to ride a trike!

Love at first sight

The Cadwell was so much fun.

It was a couple of years ago that I fell in love with the new AJS Cadwell, having seen it advertised. I'd always been a fan of the café racer style, so I got myself a new original Euro 3 carb model, and I can honestly say that I'd never had as much fun, or as much attention on two wheels.

AJS as a company were second-tonone with their build quality and

customer service. I was also lucky enough to borrow the AJS Tempest Scrambler as a demonstrator, and found it also to be a superb bike.

This brings me up to the present day, when due to ill-health and my love of the scooter scene, I sold my beloved Cadwell. However, I did not hesitate in choosing to stay with the AJS brand, and ordered an AJS 125 Modena.

It fits in perfectly with my music scene, and is always made welcome alongside my friends's classic Lambrettas and Vespas.

I now ride with two scooter clubs: the A259 South Coasters Scooter Club and the Eastbourne Coffin Dodgers Scooter Club. These little AJS bikes always seem to turn heads and start conversations wherever you go, whether it is one of the Cadwell/Tempest Heritage range, or the AJS Modena scooter.

AJS seems to have that retro look just right; I can't fault their workmanship and believe that keeping the AJS name alive well into the next generation can only be good for the marque in general.

Tracie Lawrence

My AJS Modena.

Inset: My daughter Danni is also an AJS fan.

34 www.o2w.co.uk

www.o2w.co.uk 35

On Two Wheels

For sale AJS 650CSR 1961, restoration project, dismantled, not used for decades, new exhaust pipes, no V5, must have OLB, last owner for 50 year, £1950.

Tel. 077020 91228 (no texts please). Lancs.

BARN FIND 500T bathtub Speedtwin Triumph, 90% complete, needs restoration, no time, £2300. Tel. John 07946 759990.

BMWK100RT1987, exceptional condition, 86k, BMW Motorsport colours, white, BMW panniers and top box, new tyres, Mo. £2200 ono.

Tel. 01482 814103. E Yorks.

CHILD’S TRIALS BIKE electric, OSET 12.5 R, 2017, virtually unused, immac, suit age 2 to 5, cost, £1200 new; top spec hyd brakes etc, £900. Tel. Barry 01283 702462. Derbys.

CZ250 starts nicely, runs sweetly, many par ts replaced, £700. Tel. 01803 554093. Devon.

DUCATI DIAV. Carbon (white) Gen 2, (new shape twin spark), 64 reg, owned nearly 3 years, mint, full Termi ceramic exhaust system, many genuine Ducati extras, screen, carbon hugger, frame, plugs, and much more, new tyres, etc, full Ducati s/h, all paperwork and books inc, £11,500. Tel. 07977 474370 for more info.

CLASSIFIED

FREEGO ELECTRIC BIKE 2016, little used, as new, c/w charges and tool kit, black/ silver, £700 ono. Tel. 01492 534158. N Wales.

GILERA SATURNO 1992, 350cc, restored by previous owners, on Sorn, 16,500 mile. £2800.

Tel. 01946 65551 after 6pm.

Cumbria.

GREEVES TFS TRIALS rebuilt with mostly new parts to original spec, with V5C, reg 1965, as new, unused, £4750.

Tel. 01376 343559. Essex.

HONDA AFRICA TWIN 2001, owned 16 years, pristine cond, always garaged, never goes out in the wet, just fitted new fuel pump, tyres nearly ne. just balanced the carbs and adjusted tappets, runs really well, done 62k miles, always kept in A1 condition regardless of cost, £4850. Tel. 07903 53950.

Surrey.

HONDA ANF INNOVA 2010, 12,753 miles, fuel inj, exc cond, full s/h, top box and windscreen, £975 ono. Tel. 0191 250011. N Tyneside.

HONDA CB250N W reg, dismantled but complete.

Offers. Tel. 01522 871282.

Lincs.

HONDA CBR600F 2000, 50k miles, MoT May 19, full s/h, £950 ono; may p/x 4-stroke single: Ducati etc. Tel. 07925 128612. Oxford.

HONDA CB250RS 1982, MoT Oct 19, Rickman fairing, new chain and sprockets, new fork seals, chain oiler, Motad, rack, MoT history, V5 in my name, spares available, £950 or offers. Tel. 07989 23783.

Uttoxeter.

HONDA CB600 Hornet, silver, 2002, silver, 29k miles recent rear tyre costing £120, spare battery and new front pads fitted, spare pair of rear pads in packet, usual blemishes for 17 year old bike, £1100 ovno. Tel. Mick 07794 76705.

Notts.

HONDA CBR600FK 198. “Jelly Mould” Rothmans replica, rare classic in clean and smart although slightly cosmetically challenging cond, starts, rides, handles and stops great - surprisingly fast for a 30 yr old bike, ride as-is or restore for Summer, 63,890 miles, 8 owners from new, period Rothmans race paintwork, with twin headlamp conversion, period Sebring 4-1 exhaust, downpipes in good condition - great sound!! £895. Tel. 07934 366760 to arrange a viewing and test before 7pm please. E Lothian.

HONDA CG125 2004 model, new swinging arm bushes, god tyres, MoT, excellent working condition, c/w handbook, tool kit and two sets key, £1275. Tel. 07504 32729. Devon.

HONDA CM250 1981, new tank, brake cylinder, excellent condition, MoT till August 201, £1850. Tel. 07979 363084. davidwilliamwebb@ gmail.com N Essex.

SELLING YOUR BIKE IS

FREE FOR PRIVATE READERS

HONDA NC750XD 2017, blue, mint condition, D.C.T. Puig screen, driving lights, heated grips, 3,704 miles, registered May 17, top box, panniers, £5500 ono. Tel. 07376 560655. Derbys.

HONDA VFR 1985, 750cc, white, very nice condition for year, a nice classic, MoT, £1795 ono.

Tel. 01275 830922. Bristol.

KYMCO AGILITY 2013 scooter, 125cc, one previous owner, new MoT, fully serviced, great runner/starter, vgc, ideal commuter, nearly new tyres, £700 ono.

Tel. 07718 611600. Essex. willparkerCBR@hotmail.com

MATCHLESS G3 1959, only 5,900 miles, all original, unrestored, new front tyre and tube, starts first kick even after standing, sell with new MoT, lovely patina, £3450. Tel. 02477 98791.

PIAGGIO CARNABY 125cc, 2008, good cond, just been serviced, mature owner, used daily, 13k, 4 stroke, 4 valve engine, very nippy, MoT till April, will fly through, wants for nothing, new tyres fitted 2 months ago, cheap economical transport, cheap road t. £19, cheap to run and insure, £995 ono; cash on collection. Tel. 07905 45959.

PIAGGIO SCOOTER 500 in blue, 2005, nice condition, only 9k miles from new, £1595 ono.

Tel. 01275 830922. Bristol.

H-D SPORTSTER 2006, 883cc speedo, under 12,000 miles, £50; fork stem clock, £15 ono; handlebar temp indicator, £150 ono plus postage. Tel. 07770 462625. Worcs.

SUZUKI XF650 2001, Freewind single cylinder, all rounder bike, 53k, MoT expired, good tyres, C&S, GPR silencer, as new, Brembo disc, pads, reliable, good commuter bike, £600. Tel. 07503 951130.

Teesside.

SUZUKI ZR50 rolling chassis, ‘W’ reg, frame, forks, cast alloy wheels, disc brake, excellent seat, footrests, silencer, rear mudguard, rusted tank, hand painted and dry stored, 18 plus years, £150. Tel. 01293 410976.

Gatwick.

TRIUMPH STREET TRIPLE 675 2010, 8,700 miles, 2 previous owners, excellent condition, s/h, nice extras, this is a genuine bike priced to sell.

Tel. 07966 24085. W Mids.

SUZUKI 600 INTRUDER 2002, good cond, MoT til June 2019, 21,000 km, £2000. Tel. 01793 77816. Wilts.

HONDA GB250 MoT, good condition, £1800. Tel. Jim on 07591 134791 for details.

Lancs.

HONDA NT650V 1999, runs well, many new part. £17. or sensible offers. Tel. Dave 07497 11013. Lancs.

Choose one of the following methods: 1/ ONLINE www.o2w.co.uk 2/ EMAIL freeads@o2w.co.uk 3/ POST O2W Reader Adverts, PO Box 99, Horncastle, Lincolnshire LN9 6JR

ROYAL ENFIELD Continental GT, 535cc, only 600 careful running in miles so still as new, dry Summer use only, classic character, modern reliability, £2000 saving, bargain £3250. Tel. 01763 27233. Herts.

SUZUKI SV650S first year 2000, 33,200 mile. MoT 2019, vgc, all filters listed and I changed the oil, full s/h, 2 keys, £1390. Tel. Robert 07459 620426 (sms best or email). mercedes197806@ gmail.com for more info.

Chelmsford Essex.

MOBYLETTE 1960s, stored for years, frame, tank, mudguards, carrier, still good, no carb wheels so no reg no, docs, spares, only buyer collects, £50. Tel. 01604 847920. Northants.

SUZUKI GSX 650F fuel end can, d/bubble screen and hugger, Hel brake lines, mirror extenders, Haynes manual, new wheel rim stickers, Renntec rack, £300 plus p&p.

Tel. 07904 956158.

TRIUMPH T100T Daytona, 1968, 51k, MoT Apr 19, refurbished past 6 months, inc new shells, conrods, pistons, wheel rims, spokes, tyres, no finishing required, currently being run in, TLS conversion, e/ign, single carb set-up, rebuilt twin carbs and cables inc plus loads of spares, £6000 ovno. Tel. 07801 80855. E Yorks.

TRIUMPH BONNEVILLE T100 2005, immaculate condition, 9k, s/h, all keys, handbooks, always garaged, main stand touring screen, luggage rack, fork gaiters, BT45 tyres, service manual, £4795. Tel. 0161 9697152 for more info.

Gtr Man.

TRIUMPH TROPHY COMPETITION 2002, Emerald green, colour matched panniers, bit too heavy for me, MoT, nice bike, (priced to sell), may consider p/x £1500. Tel. 07758 819068.

VELOCETTE MSS 1956, owned since 1966, all orig nos, Dodkin crank overhaul 5000m ago, magneto overhaul 200m ago, fuel tan.

Ethanol proof-line, superbly refinished last year, lots of stainless parts fitted, £6500 ono. Tel. Gordon 07763 80638. Sittingbourne.

YAMAHA N-MAX 125 ABS Aug 2018, 150 miles, sale due to ill health (age) cond of scooter, as new, £2000. Tel. 07986 780306; 01622 763085. Ron. Wilson2@blueyonder.co.uk Maidstone.

YAMAHA SR125 1992, genuine 8,400 miles, MoT, new tyres, fully serviced, std orig spec, tank corrosion free, owned and maintained by mature enthusiast to high std, £975.

Tel. 01886 880815; 07929 95315. Worcs.

YAMAHA FZ 400cc, 1987, red, nice condition, nice classic, MoT, £1295 ono. Tel. 01275 830922. Bristol.

CLASSIFIEDS Parts for sale

YAMAHA XJ MAXIM 750cc, 1982, registered overseas, powder coated frame, good tyres, excellent condition, registered UK 2001, few spares, MoT 03/08/2019, £1500. Tel. 01392 87595.

Devon.

YAMAHA XVS 650 Dragstar, 1999, 28k plus miles, good condition, MoT Sept 2019, on Sorn, two sets of keys, box of spares plus workshop manual, similar to HarleyDavidson, £1995. Tel. 02089 891273. peterkelly1822@aol. co.uk London area.

YAMAHA TDM900 2003, owned 10 years, MoT, reluctant sale, 28k miles, extras, £2200. Tel. 01594 562991. Glos.

YAMAHA THUNDERACE 1997, standard bike, two owners from new, last one since 2001, black/blue model, new tyres, oil and filter changed, 43,883 miles, £1450. Tel. 01780 755545; 07835 733621.

Lincs.

YAMAHA TW125 2002, 5,342 miles, not used for a couple of years, needs carb and batter. £150 Tel. 077020 91228 (no texts please).

Lancs.

YAMAHA VIRAGO 750 1996, owned for 18 years, 21k miles, vgc, s/h, lots of paper work, red/black, chrome looks great, MoT Sept 19, £3000. Tel. 0777 8182582. N Staffs. istone@ hotmail.co.uk YAMAHA XJ600N red, 1997, 36k miles, new tyres, battery chain and sprockets, good clean honest bike, selling due to lack of space, £850 ono. Tel. 07880 703878.

Cambs.

YAMAHA YB100 1994, ‘M’ reg, exc cond, box of spares included, 12 mths MoT, £995. Tel. 07810 162057. Northumberland. tus251057@hotmail.com

Wanted BIKE WANTED does anyone have a reasonably priced 1974 Yamaha DT Trials bike, must be complete bike, restoration, cash waiting. Tel. 0777 647139. Tyne & Wear.

BMW GS1200 2009, full O/E exhaust system, this was replaced at the first service with a Remus/ Akrapovic system so is in great condition, £50; buyer collects. Tel. 07858 449425.

Mid Lincs.

BMW K1600 GT/GTL High touring screen, very good condition, genuine BMW part, £175; collection from Stowmarket Suffolk or add p&p. Tel. 075790 28868.

Suf folk. napthanjane@ hotmail.com BMW R1200GS Sargent riders seat, low height, pristine cond, fit R1200GS from 2004, 2015, black basket weave, vinyl, grey piping, adjustable height settings, £150; UK postage incl. Tel. 07788 633722. Herefordshire.

BREAKING HONDA SS50 CB250K, CB250GS, Suzuki GP100, TS/RV125, GT250. Tel. 01291 423392.

CRUISER STYLE WINDSHIELD fits many models, small to medium sized cruisers, slight tint, windshield dimensions 52cm height, 48cm width, used once bought in error, cost £75, excellent condition, £35. Tel. 01244 810166. N Wales.

FRANCIS BARNETT/JAMES 98cc, complete pressed steel/ tube frame, swing arm, rear springs, rear mudguard, wheel, exhaust, carb and most of Villiers engin. £200.

Tel. 01293 410976. Gatwick.

HONDA CB250 1981, all good clean parts, text for price and photos. Tel. 07731 991607.

Cambs. les.wallman@gmail. com HONDA NT650V Deauville spares for sale. For availability. Tel. Simon (01754) 461961. Heathrow area.

ITALIAN PARTS l a r g e accumulation, Ducati, Benelli, Cagiva, Laverda, Morini plus Japanese, British, BMW, MZ etc, sell or exchange, anything considered? Tel. 07833 906288. Essex.

KAWASAKI ER5 2003, standard original exhaust system, repair to collector box, but done properly not bodged, no scrapes or dents, in good overall condition, sensible offers please, these are scarce.. Tel. 07722 273568.

W Mids.

KAWASAKI NINJA 250 2011, exhaust silencer plus heatshield, screen, crash bungs, air filter, battery, number plate holder, all brand new, offers, need gone. Tel. 07816 475758.

Wrexham, Clwyd.

KAWASAKI Z200 and Z250 parts for sale. For info tel.

07425 716876. W Yorks.

KAWASAKI ZZR1400 2016, brand new original screen unused, £35; brand new original exhausts, sensible offers. Tel. 07973 114305; 01539 560941. Cumbria.

MZ ETZ complete forks, £75; front wheel and disc, £60 pair; rear shod, £40; rear mudguard with indicators, £30; front mudguard, £25; various speedo/tacho from £10; complete air filter, £15.

Tel. 01293 410976. Gatwick.

MZ SPARES large amount of engine gearbox, clutch etc, forks, clocks, cables, electrics, wheels, 200kg approx, must go, suit mainly TS 125/250, few ETZ bits, £300 the lot. Tel. 01142 462985. Sheffield, Yorks.

NEW 2.00 X 17 TYRES and tubes for moped, not old stock, current production, cost approx £60, accept, £35, never fitted. Tel. 01293 410976. Gatwick.

NORMAN HYDE ‘M’ handlebars, pair levers, twist grip choke lever, all good chrome, £60; l/h footrest Trident unit, 650 l/h footrest, Lucas horn with mounting, few engine bits, £15 & £20. Tel. 01282 816306.

Lancs/Yorks.

PAIR HONDA black side panniers, £50; 2 x tank bags, magnetic textile, Oxford Sovereign and Ultimate speed, £20 each. Tel. 01525 837915. Bedford.

PIAGGIO SCOOTER 125cc, 2004, twin headlamp unit and instrument panel, looks as new. Offers. Tel. 01273 812101. Brighton, Sussex.

PUCH GRAND PRIX SDP Special, used rear lamp, I am informed the part number is 359.2.55.000.0 £10. Tel. 01293 410976. Gatwick.

SPIDI ONE-PIECE RACING LEATHERS lined, black, gold, red and white, with Fieldsheer knee sliders, suit someone 5ft 7in tall, 42in chest, 30in waist, 30in inside leg, excellent condition, recently cleaned (receipt to show), £120; also one-piece wet suit in red to go over the above leathers, £25. Tel. 0161 371196. 07757 272265.

Oldham area S/STEEL WHEEL RIM brand new, 18-inch by 2.15-inch, WM3, undrilled, 40-hole, bargain £50 can post. Tel. 01246 200842; 07935 175649.

Derbys.

SUZUKI DL1000 2009, full set of service parts plus chain, sprockets and tyres, all new.

Tel/text for price and photos.

Tel. 07731 991607 . Cambs. les.wallman@gmail.com

Selling your bike is FREE for private readers

Online: www.o2w.co.uk Email: freeads@o2w.co.uk Post: O2W Reader Adverts, PO Box 99, Horncastle, Lincolnshire LN9 6JR SUZUKI GSX 750W Inazuma parts, s/arm, £35 p&p extra; coils, £60 pair; headlamp brackets, £30; rear tail cowling, £20; rear luggage rack, £65; wiring loom, £45; rear mudguard inner, complete, £25; f/disc, £60 pair; rear wheel spindle, £20; f/wheel spindle, £15. Tel. 07858 134475. Durham.

SUZUKI GSX-R750/1100 Slabbie parts 85-90 models, plastics, fairing, middle sections, side panels, early model, £5; centre fairing belly pan V section, rear side r/h rear panel, RD400E tank, Honda NS125 R/F, 1989 model, early TDR125 parts, 92. Tel. 07858 134475. Durham.

SUZUKI HESKETH LAMBRETTA Suzuki TL650 radiator with fan and sensor, Hesketh Vee-Twin barrel, new, 1960’s, Lambretta carburettor with air filter. Tel. Peter 0208 4609605 for details. Bromley, Kent. peternelson1805@ waitrose.com SUZUKI TL1000R 1999, various parts for sale, frame, engine, forks, wheels, throttle, bodies, genuine reason for breaking bike,. Tel. 07983 554375 to find out prices.

Staffs. greatnads@gmail.com SUZUKI VX800 1990. Tel. 07396 274256 for details. Cleveland.

TRIUMPH BONNEVILLE T100 2012, saddle as new, buyer collects, £100. Tel. 01924 443463. W Yorks.

TRIUMPH SPEEDTWIN crank, 1937/48, excellent, £398; tank panel, original Bakelite, £98; panel lamp DC40, £80; Norton tele forks, Norton steering damper, Ariel number plate, Ariel damper knob, Ariel silencer, new. £80. Tel. 0208 8944704.

Twickenham.

YAMAHA XT1200 Super Tener, MRA screen to fit Mk 2 square clocks, 2014 onwards, helps deflect the wind, paid £110, will take £55. Tel. 01664 852758 midday onwards as I work nights. Leics.

Parts wanted ER500 TANK for Kawasaki with flat round locking cap. Tel. Mark on 07986 465088. .

HONDA G5 1974, 250cc parts wanted to rebuild a 250cc. Tel. 07510 834495.

N e w c a s t l e - u p o n -Ty n e . george.foggin@yahoo.co.uk

Miscellaneous ABBA SUPERBIKE STAND with front lift for 2007 Ducati 2007 800 Monster S2R with fitting kit, used three times, cost £150, £90. Tel. 07970 416021. Devon. royosborn@ btopenworld.com

EXCELSIOR AND IT’S RACING RIVALS Ilkley Racing Books, 476 of 500 edition, £15 inc post. Tel. 01423 709175. N Yorks.

CLASSIC BIKE MAGAZINE No 1, 1978 to end 1989 all inclusive, approx 120 issues, exc cond £20 the lot. Tel. 07504 327299. Devon.

CLASSIC BIKE MAGAZINE:- All issues from the 90’s, 120 in total, exc cond, 1990 to Dec 1999 inc supplements, £35 lot. Tel. 07504 327299.

Devon.

LADIES M/C LEATHERS 2 piece, black/grey/red, size 10/12, vg. £100. Tel. 0121 4228905.

Halesowen, W Mids.

LOUIS ROLL BAG Louis 100 litre roll bag vgc. Tel. 01244 810166. N Wales.

HAYNES MANUALS Hardback, Honda Hornet CB600F, 98.06; CBF600 04 - 06 Yamaha FJ1100-1200 Fours, 84-96; Yamaha VZF R1 8101; Yamaha XV Twins 81-96; Kawasaki ZX900-1000-1100 liquid-cooled twins, 8397; BMW R850-1100 four valve twins, 93-95, £16 each inc post; Triumph service manual, h/b, 2004, h/b T100, £36 plus post. Tel. 01452 410622. Glos.

MOTORCYCLE AND MOTORCYCLING Earls Court Show magazines, 1949 to 1966, all issues. Tel. 07749 616993.

N ot t s . f ionajw r ight@ hotmail.com M/CYCLE AND M/CYCLING Earles Court Show Magazines, 1949 to 1966, all issues. Tel. 07749 616993. Notts.

MILITARY ST YLE BOOTS (Desert), size 9.5, brand new - never worn, lace up front with zip-on side, (once laces are adjusted, put on and take off using the zips), (too small for me), £25 collect (add £5 for p+p if required). Tel. 01604 905850. Northampton.

HONDA CB750/4KZ 1979, black, 8k from new, recommissioned, tool kit, manual, £5500; new leather black jacket, XL, £55; BMW K1200RS, 2001, red/silver/ blue, 38k, h/panniers, tool kit, extras, vgc, £1950; used Alpinestar boots, 10/44, £45.

Tel. 07759 607498. Berks.

LADIES M/C TROUSERS leather, black/grey/red, size 12/14, £40. Tel. 0121 4228905. W Mids.

MISC ITEMS: USAAF jackets, shirts, ponchos, slacks, badges, etc., cammo cloths & items. Swap4 D.Lewis `Zipper’ gloves, `Lightning` jacket, Belstaff ‘Trailmaster’ jacket 40”-42”, Vincent & MV: books, MPH`s, collection mag articles: tests/club info/race. swap4 anything. V-veen, Kreidler, Bridgestone, Crecent, Lambo, car mags any language. ASSEN TT rare hat and badges, classic & race mag articals, books, badges, etc., MV 750S Mini champ new boxed. Swap4 (see Vincent/MV ad). Tel. 01277 200530.

38 www.o2w.co.uk